Alfa Romeo 2000 Reviews

IT'S nice to see the Italians back in town. Once upon a time streets were sprinkled with Fiats and Alfa Romeos. Lancias too.Back in the sixties, into the seventies and eighties there were Fiat 850s, Fiat 124 coupes, Alfa GTVs, Alfasuds and Alfettas roaming Australian roads. There followed a dearth of Italian product for a few seasons and many reasons.Things are looking brighter these days. Maybe there's not quite the range once enjoyed here but machines such as the Fiat 500 (especially the CC) and the Alfa Brera do brighten the streetscape, breaking up the monotony of all those German runarounds.There is more passion in the style of today's Italians over most Euro rivals; maybe the Italians are considered quirky and chancy in some quarters but they are rarely dull.Latest in the ranks is Alfa Romeo's MiTo Quadrifoglio Verde MulitAir, a very handsome three-door with a clever and spirited engine. As it should be.At just shy of $35,000 before on-road costs, the MiTo QV is not the cheapest of three-doors but is packed with a swag of comfort, convenience and safety features plus clever mechanicals. And it carries a good deal of style, heritage and sporting character; things hard to pin a dollar value on.This Mito's MultiAir motor is 2010 Engine of The Year, acknowledged for a clever variable valve timing system that helps the Alfa to 100km/h in 7.5 seconds while offering a reputed 6 litres per 100km on the combined cycle. There's also Start/Stop technology here, allowing the engine to turn itself off when stationary and idling, automatically restarting when the clutch pedal is depressed.And then there's the switch allowing a driver to choose between dynamic, normal and all-weather modes.  This changes the MiTo's dynamics by adjusting engine, steering, suspension and gearbox outputs. Most sporting.Inside and out the MiTo is covered in class. The interior sports a tidy array of switch gear and comforts with chrome and carbonfibre highlights. The exterior is a piece of auto art, with a sweet face and big shoulders separated by coupe-like profile, design cues taken from the striking Alfa 8C Competizione. It is a small car with a big presence, designed to scare the likes of VW Polos and such.The MiTo arrives with a five-star Euro NCAP rating, seven airbags and hazard lights which fire automatically under emergency braking. Active safety includes ABS with electronic brakeforce distribution plus traction and stability programs to resolve any loss of grip, whether down to surface or driving issues.The MiTo QV is a feisty six-speeder, best driven in dynamic mode for extra turbo boost and more torque. It also stiffens up suspension, weights up the steering and everything happens that bit quicker and sharper.  Much more better (even if there's less ride suppleness through the potholes).The only supermini problem here is the cramped footwell for taller, big-booted drivers; these types may also find forward visibility a little restricted by the roofline and rear view mirror. But the nature of the little beast nipping at the heels of bigger machinery will always bring a smile. The 'normal' setting for engine and all feels a tad doughy after a run in 'dynamic'.The Alfa Romeo MiTo QV is hard to ignore. It adds a deal of ingenuity and excitement to this compact compact class. It mixes class with charisma; it has street presence. Maybe it is not cheap for a small car but it is never dull.

IF new cars sold only because of the way they look the Alfa Romeo MiTo would be a showroom champion.It competes in the baby-car class against a wide range of rivals, led by the Volkswagen Polo and upcoming Audi A1, with a distinctive style that shouts Italy and promises something special. The QV model of the MiTo also comes with a breakthrough Fiat 'Fire' engine that makes 125 kiloWatts with brilliant economy and emissions.But the numbers tell the story, as only 174 MiTo deliveries have been made in Australia during the first nine months of this year. That compares to 674 for the Peugeot 207 that leads the upper price bracket of the baby class, athought it is third behind the Fiat 500 on 265.The relatively slow sales rate explains a new two-model approach and the loss of the previous starter car, with only 88 kiloWatts.VALUE The MiTo is now priced from $29,990 or $34,990 for the loaded QV, although it's still possible to jump over $40,000 on the road with the $2500 leather cabin, $1950 glass sunroof, $1990 adaptive suspension and $790 metallic paint that are on the list of optional equipment.The change was made to boost the car's competitiveness and cashes-in some of the recent gains in the Australian exchange rate. But it still makes the MiTo more costly than the Volkswagen Golf, which is a class bigger and the real benchmark for European hot-ish hatches.And the spelling of its name? MiTo is a combination and contraction of Milan and Turin.TECHNOLOGYThe big brag for the Mito QV is the 'Fire' engine, which uses Fiat's multair technology to deliver plenty of kiloWatts but claimed economy of 6.0 litres/100km and CO2 emissions of just 139 grams/kilometre. It's all done with very carefully controlled air injection and variable valve timing, as well as a stop-start engine system.The QV is also available with adaptive damping, claimed as a first in the class, with three settings for different conditions and driver demands.DESIGNThe MiTo is a baby hatch that stands out in a crowd of cars like the Mazda2 and Honda Jazz, but still doesn't have the trendy pulling power of the Fiat 500. So it's a good looker but not an outright star. The shape is great - although not for rear vision - and the nose is one of the most distinctive since Alfa's own 147.Inside, the look is clean and modern, with dress-up kit including a carbon fibre look to the top of the dashboard. The seats are also well shaped, the dials are sporty and clear, and all the controls are easy to use.SAFETYThe MiTo is a five-star safety car, so no surprises on the airbag-ABS-stability control front. But the seven airbags are boosted by an active head restraint that works to cut whiplash injuries.The MiTo also hits its hazard flashers during emergency braking, a system becoming more common on European cars.DRIVING: Paul GoverThe MiTo is good but not great. And if you forget to trip the switch that takes the turbo engine to dynamic response then it can feel quite dowdy, although it's good for the 1.4's economy.The MiTo QV is comfortable and well equipped, good looking and nicely finished.But the whole time I'm driving the car I compare it with a Golf - even though it's a class bigger - and find the Italian car comes up short. It does better if you use the Polo as a rival but people who buy chic hot hatches are not usually buying just on price.The MiTo gets along very nicely with full power engaged, the gearbox is great, it has good brakes and the cornering balance is also good. But the ride suffers over sharp bumps, when the rear suspension gets all bouncy and unsettled.There is plenty of standard equipment, the trip computer is good and the sound system has plenty of punch.Yes, I like the look of the MiTo and the idea of an Alfa that combines go with green, but I cannot warm to the car.SHE SAYS: Alison WardThe whole time I was driving the MiTo I was thinking about the Mini, and I prefer the Mini.The MiTo looks great and it's comfy, but it doesn't have any zoom-zoom unless you push the special button. It goes nicely then but it should be the standard setting, not something you have to turn on. I know it makes the engine greener, but . . .I like the stop-start system to save fuel but I've seen that in other cars, including a Fiat.For me, the MiTo costs too much and is not special enough. Yes, there is a cheaper model but I can only go on the QV I got to drive.VERDICT: A great looker but not a standout in 2010Alfa Romeo MiTO QVPRICE: $39,440 as tested (sunroof, leather)ENGINE: 1.4-litre turbocharged four cylinderPOWER: 125kW/5500revsTORQUE: 230Nm/2250rpm (Normal),250Nm/2500rpm (Dynamic)ECONOMY: 6.0litres/100kmCO2 EMISSIONS: 139g/kmTRANSMISSION: Six-speed manual, front-wheel driveBODY: Three-door hatchSEATS: FiveDIMENSIONS: Length 4063mm, Width 1720mm, Height 1446mm, Wheelbase 2511mmTRACKS: front/rear 1475mm/1469mmSTEERING: Electric power-assisted rack-and-pinionSUSPENSION: Front MacPherson struts, rear torsion beam axleFUEL TANK: 45 litresFUEL TYPE: UnleadedWEIGHT: 1145 kgSPARE TYRE: Space SaverBRAKES: ABS four-wheel discsWHEELS: 17x7 alloyTYRES: 215x45SAFETY: Front-side-head-knee airbags, ABS, stability control, active head restraints, emergency brake lights

Italian cars have long been high on style and performance, but they have also always come with lingering doubts about their build quality   and reliability.  The current crop of models, like the Alfa Romeo 147, promise the same tantalising mix of looks and speed, and the claim that the bad old days are now well and truly buried in the past.But are they really any better than those old models that caused their owners so much heartache?MODEL WATCH Alfa Romeo is a long established, well-respected sports car manufacturer with a proud racing history dating back almost 100 years.  Today, it's part of the Fiat empire, along with the other great Italian brands like Ferrari, Maserati, Lancia, and Fiat.The 147 was part of a new thrust of models designed to breathe new energy into the brand.  It was an attractive, flamboyantly styled small hatch with a choice of three and five-door body styles.There could be no mistaking the 147 with the bold 'Quadrifoglio' badge atop a grille that was instantly recognisable as an Alfa signature.While pretty by hatch standards the 147 came with a few compromises.  It had a high waistline, thick pillars, a large centre headrest and a   smallish rear window, all of which restricted the driver's vision and made the cabin somewhat dark and gloomy.Inside, it boasted heavily contoured, supportive front seats. Those in the rear, however, found themselves a little cramped, and luggage   space was limited.  The interior appointments tended to be fiddly more than practical, but looked good.With large alloy wheels filling out the wheel arches located at each corner the 147 had a bold presence that spelt 'fun at the wheel'.There was a choice of two engines, a 2.0-litre four-cylinder 'Twin Spark' engine and a 3.2-litre V6.At its peak the 2.0-litre four was putting out 110 kW and 181 Nm, enough to make it a fun drive without being sizzling.  Buyers of the 2.0-litre could have the standard five-speed manual gearbox, or the semi-auto clutchless sequential shift Selespeed five- speed transmission.The V6 GTA, with 184 kW and 400 Nm, was a real excitement machine.  Transmission choices with this engine were a six-speed manual or a   six-speed Selespeed gearbox.IN THE SHOP Alfas are generally sound, but they can be frustrating with niggling little problems.  Look for oil leaks around the engine and transmission, also inspect for coolant leaks.Brake wear can be an issue, expect to replace pads and rotors more regularly than on other cars.  The cam belt on the 2.0-litre must be replaced every 60,000 km or three years, ignore it and there's a good chance it would break and cause major internal damage to the engine.It's perhaps best to dodge the Selespeed transmission; it can give trouble, and can be expensive to repair, and it's not that pleasant to drive anyway.  Look for signs of being driven hard and walk away if it appears a car has been abused or even used in motorsport events.Regular service is important with the 147, so check for a reliable service record.IN A CRASHThe 147 was quite well equipped with safety gear from the beginning.   Even the 2001 models had electronic stability control and dual front, side and curtain airbags standard.  Despite this impressive array of safety equipment the 147 only rated three stars under the NCAP testing regime.UNDER THE PUMP The 147's fuel consumption can be closely linked to the way it is driven. If driven conservatively it will sip fuel at the relatively economical rate of around 8.0 L/100 km, but driven enthusiastically it will guzzle as much as 11 L/100 km.OWNER'S SAY Tammy McLeod bought her 2004 147 last year as a Christmas present to herself and adores it. The moment she sat in it she knew she had to have it. It had 43,000 km on the clock, the paint wasn't too bad, and she reckons it was a bit of a bargain at $17,000. She loves its fast and immediate response when she plants her right foot. She also loves the handling. Tammy now considers herself an Alfa aficionado.LOOK FORStylish looksFive-door practicalityRestricted visibilitySpirited enginesResponsive chassisAgile handlingPoor resaleTHE BOTTOM LINEGood looking and great driving, but the dark cloud of unreliability still hangs over the brand.

... in taking the wraps off a driving simulator that taps into their track work with the latest Ferrari F10, opening the experience to online gamers around the world.  High-definition graphics and high-speed response allows the creation of a virtual car on a virtual track, right down to the sort of cornering G-forces experienced by the racers. The Ferrari Virtual Academy is based on the Italian company's in-house test track at Fiorano, although the Mugello and Nurburgring racecourses will soon be added to the action.  "Do you have the guts to challenge me on the track at Fiorano," Alonso asks in Ferrari's official promotion for the simulator. Ferrari says it took 15 experts more than 12,000 hours to creation the simulation, which uses 3D graphics and data processing for the first time on a PC simulation.  The key to the experience is a virtual cockpit and steering wheel which tap into authentic data from the car, including its aerodynamic effects, tyre characteristics and behaviour of the chassis-suspension system, engine and transmission.  Alonso, Massa and Ferrari's F1 test driver Giancarlo Fisichella were all involved in testing of the simulator to ensure a realistic performance. Ferrari says the computer modelling of the car is matched to laser scanning of the real F10 at Fiorano, calibrating the simulator to the actual corners at Fiorano. Drivers on the Ferrari Virtual Academy can record their own time online, as well as taking part in an international tournament for weekly rewards from the Ferrari merchandise catalogue. But, wait, there is more. The five fastest drivers at the end of the tournament will win a trip to Ferrari in Italy and will be rewarded with a place at the Ferrari Driver Academy course.  The simulator costs 14.90 Euro and can be purchased online from the site www.ferrarivirtualacademy.com

But traditionalists will tell you that the folding metal hard-tops that have become fashionable recently aren't worthy of consideration. The folding metal hard-tops boast of being the best of both worlds but the folding roof takes up what little cargo space is on offer in these sports machines, not to mention adding weight - the enemy of true performance.Anyone who grew up with traditional sports cars will - once the rose-coloured glasses are removed - recall leaks, draughts, opaque plastic windows and fussy installation and removal. Modern fabric hoods are becoming much sturdier and are better insulated for noise and the elements, so much so that the snowballing trend of folding metal roofs has slowed.The open-air thrills of a convertible need not be pinned to a property-sized pricetag, with plenty of open-topped opportunities available for less. We look at five of the best here.MAZDA MX-5The designers of Mazda's MX-5 looked long and hard at the original Lotus Elan before embarking on the Japanese sports car that is now a modern classic and record holder for global sales. The true spiritual successor to such cars as the Austin Healey Sprite and the MG B - the lightweight, nimble, open-topped, rear-wheel-drive sporty - has maintained its focus on remaining true to the vehicles that inspired it.Only recently has the company strayed from its traditional path and offered a folding hard-top in the MX-5, thankfully without removing the cloth-topped variant from its range. All the vital items are here: airconditioning, cruise control, dual front and side airbags, stability and traction control, plus drilled aluminium pedals, sports leather seats and steering wheel, a Bose sound system, a torque-sensing limited slip differential and a six-speed manual gearbox with a rifle-bolt action. Enough said.Price: From $44,265Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed manual or automatic, rear-wheel drivePower: 118kW @ 7000rpm.Torque: 188Nm @ 5000rpm.Performance: 0-100km/h 7.6 secondsFuel consumption: 8.1litres/100km, tank 50 litresWheels: 17-in alloys.ALFA ROMEO SPIDERAlfa Romeo's Spider is a convertible steeped in tradition. The current Spider is the latest in a long line of Alfa drop-tops, perhaps the most famous being the little Italian sports car that featured in The Graduate. The Italian marque has rarely put a foot wrong when it comes to styling its convertibles - some of its sedans were questionable to say the least - but the design talent of the artisans at Alfa Romeo, Giugiaro and Pininfarina all had hands in this rag-top.While there is a V6 on offer the 2.2-litre 16-valve four-cylinder is lighter and therefore less prone to affecting the front-wheel drive's cornering prowess. The features list for the 2.2 includes dual front, side and driver's knee airbag, six-speaker CD sound system, a full electric roof, trip computer and leather trim. The 2.2 JTS also comes standard with anti-lock brakes, stability and traction control and hill-holding functions.Price: From $69,990Engine: 2.2-litre 16-valve four-cylinder, front-wheel driveTransmission: Six-speed manual or Selespeed automaticPower: 136kW @ 6500rpmTorque: 230Nm @ 4500rpmPerformance: 0-100km/h 9 secondsTop speed: 220km/hFuel consumption: 9.5litres/100km, tank 70 litresWheels: 18-in alloys.BMW 135i CONVERTIBLEThe BMW brand's littlest machine (before dropping into the Mini model range) is the 135i Convertible. The littlest Beemer is by no means a dud, particularly if the wallet extends to the 135i Convertible's $82,000-plus asking price.One of the most spirited rides within the BMW range, the rear-wheel drive, twin-turbo six-cylinder punches well above its apparent station in life, with the drivetrain offering unfussed cruising or giant-killing ability. It might look like a bit of a hairdresser's car but dropping the roof and stretching its legs will do little for the 'do.Price: From $82,200Engine: Three-litre twin-turbo 24-valve six-cylinderTransmission: Six-speed manual or seven-speed double-clutch automatic, rear-wheel drivePower: 225kW @ 5800rpmTorque: 400Nm @ 1200rpmPerformance: 0-100km/h 5.6 secondsTop speed: 250km/h (governed)Fuel consumption: 8.6 litres/100km, tank 53 litresWheels: 18-in alloys.MINI COOPER S CABRIOLETAnother one from the BMW stable of products that can make a mess of a hairstyle in the best possible way is the Mini Cooper S Cabrio. It has features like climate control airconditioning that has a Cabrio mode, a MP3/USB port-compatible sound system, pop-up roll bars, cloth/leather trim and a split-folding rear seat to improve cargo space.The brattish upstart of the Cabrio market, which can now run in targa-top or full Cabrio mode, is powered by a 128kW/240Nm 1.6-litre, turbocharged direct-injection four-cylinder engine, enough to whip it to 100km/h in 7.4 seconds. But more gentle throttle applications can see fuel consumption as low as the official figure of 7.2 litres per 100km.Price: From $48,000Engine: 1.6-litre 16-valve turbocharged four-cylinderTransmission: Six-speed manual or automatic, front-wheel drivePower: 128kW @ 5500rpmTorque: 240Nm @ 1600rpmPerformance: 0-100km/h 7.4 secondsTop speed: 222km/hFuel consumption: 7.2 litres/100km, tank 50 litresWheels: 16in alloys.AUDI TT ROADSTERAudi's TT Roadster is a sharper-looking machine than its predecessor and it has plenty going for it. There's a range of TT Roadsters on offer, starting with the front-wheel drive, two-litre turbo, a mid-spec model with the same engine and all-wheel drive or the highly-entertaining TT S at a tickle more than $100,000.All are entertaining little sports cars to drive - with the nippy front-wheel drive two-litre a worthy machine for a leisurely drive in the country. The TT S is also a smile-inducing drop-top but a leisurely pace, while easily achieved, is not its forte.Price: From $78,000Engine: Two-litre 16-valve turbocharged four-cylinderTransmission: Six-speed double-clutch automatic, front-wheel or all-wheel drivePower: 147kW @ 6000rpmTorque: 280Nm @ 1800rpmPerformance: 0-100km/h 6.5 secondsTop speed: 237km/hFuel consumption: 7.8 litres/100km, tank 55 litresWheels: 17-in alloys.

Barely 1400 of these cars were made and Geoff McGee's rare 1974 example is one of a few in the world that have been converted to right-hand drive. Zagato is a Turin car body-building company that has created their own interpretations of a range of mainly Italian cars over the years. The Zagato look is striking, it lengthens and bulks up the donor car - in this case the classic 105 series Alfa Romeo. Aluminium body work is a company trait though McGee says his car has been limited to an aluminium bonnet. McGee says he was originally taken by the look of the unusual Z-car. "The style of them struck me. I started searching for them for two years." In those days before the web that meant scouring car magazines and hunting down contacts. McGee says he eventually tracked down the right car in Oregon in the US. It had been imported from Italy in 1985 but by 1994 the owner was looking to sell. "I think because of the smog laws he didn't drive it much." In fact he had done only about 9000km in its nine years stateside. After getting a friend to check it McGee took the plunge and the car arrived in Australia in 1996. "It was in much the same condition as it is now," he says. "It is a very original car except for the carpet. It is not a Zagato carpet, it is an Alfa Romeo carpet." McGee, a fitter-machinist, then undertook the left to right hand drive conversion himself. He found that Alfa had created pre-cut notch marks in the firewall to assist a conversion. The car's unusual features include a perspex shield across the front of the grille to help protect it from stones etc. It is a distinct sporty two-seater coupe with a tiny luggage space and unique electric-controlled hatch opening system. He says it's a tight fit, a car made for the driver to wear rather than just sit in. The 1.6-litre 4-cylinder twin overhead cam engine still beats strong and is coupled to a very smooth five-speed manual gearbox. Aided by some good Alfa brakes the car is competent in modern traffic although being on club plates McGee says it doesn't get out very often. McGee has a number of classic cars but has an as-yet unobtained beauty to buy. He says his dream Alfa is a 1953 Superleggera 1900SS. "It's a beautiful car, an absolutely drop dead gorgeous car." 1974 Alfa Romeo 1600 Junior Zagato Years built: 1972-1975 Number made: 1402 Price when new: about $10,000 Value now: up to $50,000

In its 100th year, Alfa Romeo has revived the once famous Quadrifoglio Verde badge (four leaf clover comes closest in English - or just QV) and slapped it on its MiTo super-mini.That's a nice acknowledgement of history from a marque whose "sporting heart'' reputation has from too long been the stuff of the past rather than the present. The fun but flawed MiTo is a case in point, but the new version in the re-priced line-up points to a promising immediate future for Alfa, not so much because of the badge, but what lurks beneath the bonnet.VALUEThe QV is $34,990, nearly $3000 less than the now deleted MiTo Sport. The entry model kicks off from $29,990.  While that's done mainly to make room for a forthcoming 135bhp MiTo, the first fitted with the Fiat groups's TCT twin-clutch automated transmission), it means that in the QV you get a more powerful car than the Sport for less money.The QV gets dual-zone aircon, lumbar control in the front seats, adjustable headlights and automatic windscreen wipers. Wing mirrors, headlights and tail-light surrounds have a titanium finish, the inside is faux-carbon fibre. The parking sensor is crucial.  The question of value hinges on the store you set by that badge and whether you're up with the idea of a premium small car.TECHNOLOGYUsing a combination of turbo induction and precise electro-hydraulic valvetrain control, the QV's 1.4-litre four-cylinder engine packs 125kW and 250Nm for a 7.5 second 0-100km/h time.  But maximum output is conditional on the DNA switch being in Dynamic mode. In Normal, it manages 230Nm, though it hardly feel it. There's also an all-weather mode which might be useful in an alpine blizzard.So why bother with a switchable system to control suspension and output at all? Because the all-important (in terms of Europe's tax regime) consumption and emission figures _ 6L of premium unleaded per 100km and 139g Co2 per km _ are achieved in Normal.  Cute, yet somehow irritating, unlike the Q2 electronic differential, a boon on a powerful front wheel drive car.DESIGNEvoking Alfa's 8C supercar - which we don't get here - in a Mini Cooper S competitor either beguiles you or it doesn't. If the look's a bit try-hard, the language is at least Alfa's own. You know what it is when you see it and that's no little thing.It's other little things, however, that grate. To too great an extent the cabin plastics suggest plebian Fiat rather than patrician Alfa. Fit and finish don't inspire confidence as to the long term.The driving position is almost a reversion to the dreaded short-legs-long-arms Alfa default of old. All-round visions is hardly a priority with this design, but you'll need to be hyper-vigilant about traffic in your rear-three quarters. And while we don't expect an especially useful boot, why is the lip so high?SAFETYAll MiTos have a five star NCAP crash safety rating, seven airbags, double pre-tensioners on the front seatbelts, anti-whiplash front seats with self-aligning headrests and seat belt reminder alarm. The active measures include  Vehicle Dynamic Control (VDC) with hill holder, traction control, assisted braking and Q2.DRIVINGThe DNA selector is undoubtedly clever - a budget version of the Ferrari's manettino switch - but unless you're entire driving life is spent in supermarket car parks, your first act on the turning the ignition key will be to flip the switch into Dynamic.  Do it on the run with the go pedal pressed and the QV surges forward as though stung.Even in traffic Normal feels chloroformed by comparison. Dynamic imbues the engine with a rorty note, missing from recent petrol engine Alfas, that encourages you to press on. Q2 abets tight cornering almost seamlessly, partially transferring torque to the outside wheel, not only reducing understeer but almost hauling you around the bend. It's seems more focused and more rewarding then the old Sport, the steering livelier and the six-speed manual shift more purposeful in is action.Of course the QV requires a near-perfect surface to display it's talent and the rear and front ends don't always seem to be on speaking terms. Nor will you and rear seat passengers after a bout of rough roads.VERDICTThe best MiTo to date with an engine to die for. ALFA ROMEO MiTO QVPrice: from $29,990Engine: 1.4-litre turbo petrol; 125kW/250NmTransmission: 6-speed manual; (twin clutch coming)Thirst: 6L/100km (claimed)

Alfa sold 73 cars in Australia last month and 587 in the year up to July 31, almost 100 down on the same time in 2009. The brand is struggling with an uneven and ageing lineup — ancient in the case of the 147 hatch which is as old as the century. The GT coupe (based the 147 and the dead for five years 156) is in runout. The 159 had one of its worst ever months with just 14 sales in July, while the Spider and Brera move as few as one or two units each a month. While the MiTo, long held back by its non-choice of manual transmission, gets the Fiat group's TCT twin clutch auto by year's end, Alfa's crucial — as in simply must not fail — Giulietta reaches local showrooms in December.  Australia is taking two models for now; the 1.4 MultiAir and the Cloverleaf with a 1750cc direct injection turbo petrol engine that Alfa Australia have so far been unable to secure at a realistic price in the 159. There will be a choice of six speed manual or TCT transmissions. The Q2 electronic differential is standard. Though ostensibly a 147 replacement, the Giulietta is appreciably bigger. And though considered a rival to Volkswagen's Golf in Europe — where the MultiAir model, in particular, has been well-received — spokesman for importer Ateco, Edward Rowe, says it will be marketed as a prestige hatch against Audi's A3 and BMW's 1 Series. These start in the mid- to high $30K range up to more than $50,000. Reports indicate that the Giulia, the 159's replacement, will debut at next year's Frankfurt Motor Show and would be likely to reach Australia in the second half of 2012.

But the Mazda CX-7 was a four-star disappointment despite a five-star ranking in Australia.  The BMW and Alfa both scored better than 90 per cent for occupant safety, and more than 80 per cent for child occupant protection, with the BMW also getting a perfect score for safety assist features. "The BMW 5 series achieved the highest result in pedestrian protection with a respectable 78 per cent. The car has an active bonnet, so that when a pedestrian is struck, the bonnet is lifted from its position as a result, creating more space to absorb the energy that usually results in injury," says Michiel van Ratingen, secretary-general of Euro NCAP. "The Alfa Romeo Giulietta is equipped with a reactive seat and head restraint offering good protection. The BMW seat and head restraint also provides good protection against whiplash injuries in the event of a rear impact." The four-star Mazda CX-7 in Europe improves to a five-star car in Australia.  The difference in rankings comes down to a new scoring system for the European testing, which is tough on whiplash protection. "While we're certainly aware of the news surrounding the Euro NCAP score for Mazda CX-7, all CX-7's sold here in Australia have a 5-star ANCAP rating and this has not changed," says Steve Maciver of Mazda Australia. "ANCAP and EuroNCAP perform the same tests but use different scoring systems. Euro NCAP has recently added a whiplash component and if this car was tested in 2009 by Euro NCAP it would have received five stars. "Mazda takes occupant safety extremely seriously and as such is working towards making improvements to ensure that the CX-7 meets Euro NCAP anti-whiplash testing requirements. We are confident that there will be no negative impact on sales and that buyers will continue to see its leading combination of style, safety and value."  

Barbie is, arguably, the world's most beautiful woman and has since the 1960s been the perfect women for men who have disproportionate ideals and have an unhealthy interest in plastic. The Alfa Romeo 8C Competizione is, arguably, the world's most beautiful car. It is the sum of its parts that, like Barbie, combine to make something quite extraordinary.Naturally, a carmaker who builds a $300,000-plus car like the 8C wants to capitalise on its beauty - and its expense - by translating the appeal into its cheaper line of models. Albeit in the case of the Alfa Romeo Mito, prices are from $31,490.The problem is that Alfa has taken the best bits of the gorgeous 8C and stuck them on a rather nose-heavy, short-tailed love-me or hate-me three-door hatchback that has overtones of the Daewoo Lanos. They call it the Mito. It carries with it the 8C's teardrop headlights, roundel tail lights, ‘exclamation mark’ grille and the pretty, spidery alloy wheels… which, attached to the 8C, define the car as something special.Applying these parts to the Mito - Alfa's ‘cheap’ car line - results in the automotive equivalent of Mr Potato Head. Like transplanting Barbie's legs, arm and face on Miss Piggy. But, at least, you won't miss the Mito in your rear vision mirror.This is my second run in a Mito. The first time wasn't enjoyable. The driving position felt unusual, the engine needed a lot of coaxing and there wasn't much pragmatism to the hatch to align with the emotion.Maybe it's osteoporosis or a few collapsed discs in the spine or weary muscles that control my posture, but the Mito seemed to fit me better this time around.The shape of the car eventually grows on you. There's not much room in the rear seats and the two-door arrangement makes getting into and out of the back an awkward exercise. The boot is narrow and short and the spare wheel is a space-saver. But if you're not carrying people in the back, the rear seats fold down and with your eyes squinted, it becomes a neat little two-seater coupe.It has all the right safety gear and is children friendly with ISO-certified seatbelt anchors and little storage spaces in the back. The doors are long and wide and make entry easy for the front occupants, though park too close alongside another car and you'll be in for a tight squeeze.Italians are enthusiastic masters of design but the stars in their eyes cloud some practicalities. The Mito isn't the worst example of dashboard design gone mad, but then again it is streets away from Audi. It takes time to become familiar with the placement of the switches and possibly a new set of spectacles to clearly see the red numerals.That seating position places the steering wheel quite high and the height adjustment is over a small arc. There is no telescopic adjustment- which can force you to get close to the steering wheel because the floor pedals are so far away - but the driver's seat will go up and down. The rear window is tiny and the relatively long nose invisibly curves off into the distance, so familiarisation is also needed to preserve the panel work when parking.But, though at this stage you’re thinking this is the most illogical, expensive and cautiously-constructed small car to reach Australia, you turn over the engine. The 1.4-litre engine remains, but the Sport model had a lot more verve thanks to a ‘dynamic’ switch at the base of the gearlever. So it went better, too.It may be small but the 1.4-litre is willing and carries its exhaust note like a triumphant battle cry. Well, that's probably a bit too enthused. I mean that if you turn the three-mode engine management switch to dynamic, the engine's turbocharger will turn the Mito into an Alfa.It becomes so beautifully sensitive to the accelerator pedal that it can be placed perfectly into a corner and made to slingshot out. Its responsiveness encourages much flaying of the gearlever to arouse the six cogs and promotes last-second pounding of the superb brakes.The Mito becomes an Alfa in spirit. Its only downfall is the over-power assisted electric steering system that gives no road feel.Keep the engine management switch in normal and you may as well drive a Daewoo Lanos. Clearly made to maximise economy, it places electronic hands around the Mito's neck and squeezes, shutting out all sense of life. It stops being an Alfa.There's the third switch which is for snow. Because it doesn't snow much in my street, I didn't turn it on. Also, I didn't turn it on because this switch position was lower than normal. If normal was so lethargic, I feared what retardation would be on hand if I chose the third option.Unless you're new to cars, history records that Alfas are emotional purchases and may or may not have a wonderful record for durability. I've driven Alfas on and off for nigh on 40 years and they appear to be getting a lot better. We're coming off a low base, but they are improving.They're made for people who are like the car - enthusiastic, passionate, individual, mechanically competent but without a certificate, perhaps even a bit unhinged, in the nicest sense of the word. And, just sometimes, beautiful.