Alfa Romeo Brera Reviews

Alfa Romeo is famed for making great looking sports coupes and few have ever looked better than the sensational Alfa Romeo Brera that was introduced to Australia in June 2006. As well as looking pretty it was also pretty expensive as the importer at the time was charing top dollar for everything. Sales weren’t as high as they could have been.Imports of Alfa Romeo cars are now directly in the hands of the factory and serious price cuts on many Alfa Romeo models have been carried out. Unfortunately, the Brera didn’t survive the Australia takeover, probably because it was getting on in years, and the final imports arrived downunder early in 2012. Though they may not have been sold and registered until well into the year.Brera has styling by Italian automotive legend Giorgietto Giugiaro and was displayed at the 2002 Geneva Motor Show. Interest was so great that Alfa Romeo Centro Stile, the company’s own styling department, worked with Giugiaro to develop the stunning coupe that finally went on sale.A further legendary Italian automotive name comes into the equation as well, for the Brera bodies are built by the coachbuilding company Pininfarina. In Australia, the Brera was sold in two versions; the four-cylinder 2.2-litre JTS 136 kW engine and the top level Brera JTS, a V6 3.2-litre boasting 191 kW.Alfa’s V6 engine is interesting in that it’s based on the V6 block manufactured by Holden in Australia, before being shipped back to Italy for further worldwide on-selling. Alfa likes to point out that the rest of the engine, the parts they say give it soul, are all by Alfa Romeo and are made in Italy.You get more than simply two extra cylinders when you opt for the V6 engine, because you also receive Alfa Romeo’s all-wheel drive system tagged Q4. This has a self-locking Torsen centre differential virtually eliminates the understeer which is a bugbear in some all-wheel drive vehicles. It gives this Alfa Romeo the feeling of a rear-drive car, but with a lot more road grip when things get hard.Six-speed manual gearboxes are standard on both Brera models and work pretty well considering the gearbox is alongside the engine and therefore a fair way from the gearlever.The Brera retains some of Alfa’s traditional idiosyncrasies, such as seats that do not locate the driver’s body as well as they could during hard cornering. Then there are the less than perfectly placed pedals. Having to hold the steering wheel for support when lifting the left foot to operate the clutch pedal detracts from the driving experience.This Alfa is quite a large coupe, but interior volume isn’t one of its strong points. Back seat room is scarce and best left to the kids. Trouble is that the high window line makes it hard for the little ones to see out. But, let's be fair on the car, this is a coupe and therefore really only intended for one or two good friends.Boot space is fine for a car in this class and unless the luggage is on the bulky side you can fit a fair bit in there.The newly revitalised Alfa Romeo organisation is working well in Australia. With a significant number of new dealers being appointed and an emphasis on customer support. Check in your local area to see what’s happening in your neighbourhood.As you would expect in a car in this class most of the dealer are in metro areas, though some country cities and towns have specialists in European, even just Italian, cars.We haven’t heard of any real complaints about hold up and/or price gouging on Alfa Romeo Brera. Keep in mind this was a $100k car in its early years here and expect to be charged accordingly.Though all Alfa Romeo models tend to be seen as sports models by insurance companies premiums aren’t unacceptably high. It pays to shop around as there’s quite a difference from high to low, as always be sure to compare apples with apples.WHAT TO LOOK FORBuild quality is reasonably good, but certainly not to the standards of the Japan, or even latter-day Korean cars.Once upon a time you could say that parts that didn’t fit as well as they should have done gave the car character. Though they aren’t as common as before it’s still wise to call in a professional early in the buying process.Before doing so you may care to test a Brera on rough sealed roads and listen for things that go squeak or rattle in the night.Engines are generally long lasting, but hard-driving enthusiasts may have thrashed them. Be sure an engine starts easily and idles smoothly, the V6 should be all put imperceptible at idle once it’s warmed up.Watch for black smoke from the exhaust when the Alfa is put under load, and when it’s accelerated suddenly after idling for a minute or so.Check a manual gearbox is quiet and smooth in its operation.Feel for a clutch that’s sticky.Automatics are generally OK, but be wary of one that’s too willing to jump from gear to gear. Conversely, an auto that is relocation to change ratios could also be a worry.Crash repairs. Ah, crash repairs. Alfas have been known to run into things. Look and feel for body panels that aren’t regular in their shape. Check for paint that doesn’t match from panel to panel. Tiny spots of paint on parts such as glass and badges probably indicate the car has visited a spray painter at some time in the past.CAR BUYING TIPCar clubs are an excellent source of information on cars that are often owned by enthusiasts. Try the internet or for lists of clubs in car magazines.

When the much-vaunted Brera coupe was unveiled at the 2005 Frankfurt fest, the GT was still fairly new.Indeed, the front-wheel drive GT V6 manual had reached us only the previous year, which sold so few that a 2.0 JTS four-pot version with Selespeed robo-manual set-up was introduced. Lighter, better balanced and nowhere near as prone to rabid torque steer or crashing savagely against its stops as the V6, this was actually the better car.Next, out came the hero Brera, priced perilously near six-figures for the top-of-the-range model with a newly direct injected 3.2 V6 and rear-biased all-wheel-drive. It was accompanied by a bum-dragger with the enhanced 2.2 four-pot JTS.Both were manuals which, added to a too ambitious price, saw them sitting in showrooms looking pretty but unloved.Now, accompanying an appreciable reduction in the dollars demanded, the Brera becomes the first Alfa offered with a six-speed automatic — not a Selespeed, but a legit Aisin slusher with torque converter.Just as one of the last bastions of shifting for yourself fell, fate or whatever it is that controls product distribution at Alfa — bequeaths that Australia should at last get the GT JTS with a proper manual.In recent weeks, we've alternated between the pinnacle V6 Brera auto and the new, but technically obsolete, GT.It came as no great surprise to learn from Alfa's PR gaffer, that punters are strolling into showroom with stars and Breras in their eyes and leaving with a GT and a sigh.What the latter has over the former can be defined obviously in practical terms — price, size and comfort but we are talking Alfas here.There's no doubting the Brera's visual impact. It turns heads almost everywhere it goes, thanks to its unique styling and the fact that you just don't see many of them.The sleek lines, curved back end, distinctive headlights and Alfa grille and beautifully contoured bonnet make it Alfa's best-looking machines behind its sibling convertible, the Spider.But with a $90,990 (plus a BMW-beating $1750 for metallic paint!) there are a few too many let-downs.The first issue is space, as in the lack of it. The back seats are utterly useless.Once adjusted for comfort, there is literally no room behind either driver or passenger. Not even a sheet of paper could be slotted into the “leg room” provided in the rear cabin.So the Brera is a two-seater affair, not a 2+2.But for a two-seater it's also heavy, tipping the scales at around 1.7 tonnes. So it's also thirsty. Even on the freeway, the best we could achieve was around 13 litres per 100km. Given a push, it slugged down upwards of 20.At least the V6 JTS was more than capable of lugging the weight.The wonderful-sounding engine produces a healthy 322Nm at 4500rpm and 191kW at 6300 — enough to get the Brera to 100km/h from standing in a claimed 7.0 seconds.The auto is meant to attract soft cogs who can't be bothered to change gear — most of the population in other words. But the manual is not only more fun but actually more functional than the indecisive auto.Far too often it struggles to find the right gear in many situations. Using the steering-wheel-mounted paddles in manual mode was unrewarding, with the gearbox prematurely overriding you or ignoring your inputs.This was particularly distracting on tighter roads, where keeping the V6 above 4500 revs was key to maintaining momentum. Inside our blue test car, we were greeted with an unusual mix of red-tan and blue leather — yes, blue surrounded by blocks of brushed aluminium.After the initial shock, the colour combo actually grows on you, and even the highly reflective block of aluminium between the driver and passenger begins to look good.Of course, looking good is what the whole deal's about, which is no small part why Alfisti are continuing to opt for the ostensibly old-hat GT.Built on the old 156 Sportwagon platform, within the GT boasts the most pleasant cabin of any current Alfas — combining the best of the 156 and soon-to-be-replaced 147.Behind the comfortable front thrones (the right with its good old long arm/short leg driving position) are what could reasonably be called seats.The GT's long-throw manual is a cog shy of the equivalent Brera, but the former's five speeds are better chosen than the too-tall gearing of the latter.The new 2.2 JTS delivers significantly more power and torque than the GT's 121kW/206Nm 2.0, but this has only 1320kg to move — 150kg less than the four-cylinder Brera. Its note is also less muted, closer to the lovely rasping TwinSpark of yore.All-round visibility is hopeless in the GT. Quaint ergonomics aside, though, sensibly softer 17-inch shoes make it friendlier than the newer comer; its sound manual gearbox makes it more fun. And an ask of $52,990 (metallic paint is “only” $950) clinches the deal.If this soapie saga went to script, the GT should have been left jealous and fretting behind the scenes by the arrival of the Brera. Instead, the older player still manages to upstage the newer.  

That might have applied a decade ago but now, when sedans shriek "look at me", you have to look under the finely-creased sheet metal and glittering lighting array to detect real class. That's why the latest of the keenly-awaited range from resurgent Alfa Romeo deserves more than a passing glance.Yes, they are cute – someone called them sexy – but the reality is that, following the back of a Brera through the gloom and drizzle of North Sydney the other day, what we saw was a small car with a derisory back seat and economy boot.Nuzzle up to the rear end of a Crossfire and at least you can get . a giggle; follow an Alfa and... mmm, another smart coupe. Even with the swooping V-shaped tailgate.The drab colour schemes on offer don't help. Then again, Alfa likes to call it understated. Then you spot the badge. It's bang in the middle of the boot lid and serves as the handle. The badge should say it all – Italian auto engineering at its best. Style. Comfort.Stick the right badge on the wrong product and think Rover . . . and shudder.But the legendary Italian company, which comes under the Fiat umbrella, has tapped into its illustrious pedigree and has taken no chances with its growing range of quick, pretty machines, from the three-door 147 through to the new flagship Brera JTS V6.They work well, feel good and give trophy hunters their money's worth.In the case of the top-of-therange V6 all-wheel drive, think nearly $95,000 of rib-tickling performance, superb handling and tireless front seat comfort. And then you see the long, fixed glass roof, almost nudging your hairline and wonder what would happen if the retractable liner didn't retract. On a hot day. Sitting in traffic.Turning to the rear accommodation we can only say Alfa didn't design this as a family car. Just throw your coat and laptop in the back and forget it. With the seats folded there is at least a boot big enough for a suitcase and a set of clubs.Now comes the really good bit, the meld of strong but subtle power and intense road-hugging produced by rigid platform and highly-tuned suspension. The V6 puts out 191kW of power at 6200rpm and 322Nm at 4500rpm. Insert the dash key, press the starter and pat the pedal for a reassuring high-pitched burble from the back.The 3.2-litre direct-injection V6 is harnessed by a six-speed manual transmission and puts power to the ground through a clever all-wheel drivemix favouring the rear wheels. An automatic is on the cards next year.The self-locking diffs send drive torque 57 per cent to the rear but shifts to where the 18-inch alloys say it's wanted. Acceleration is a fairly brisk 6.8 seconds for 100km with no loss of traction.The $69,990 model lacks none of the looks and specs of its glamour partner but expect to work the 2.2-litre harder around hills, especially when revs sink in third. Alfa is not looking at volume in this range but thinks it can eye off Audi TT, Chrysler Crossfire and Nissan 350z GT in similar price range.

The beautiful Brera coupe, which has just gone on sale, is the most expensive Alfa ever.The base four-cylinder Brera costs $69,950 and the all-wheel-drive V6 range-topper is $94,950.Add the hefty $1750 for metallic paint and the V6 Brera will set you back $96,700.To put that in perspective, you could buy a Nissan 350Z coupe and a Mitsubishi 380 and have more than $5000 left in your pocket.The V6 Brera's price matches it against the Mercedes-Benz 3.0-litre CLK ($95,100) and two potent models that will arrive soon — the Audi TT V6 and turbo-boosted BMW 3-Series.That is some pretty esteemed company, but Alfa Romeo Australia marketing manager Ross Meyer says the brand is ready."We don't see the price as a problem," Meyer says."The early demand for Brera V6 is very strong. It does very well against some excellent opponents with its high level of standard equipment and performance."Then there is the style.The Brera first appeared at the Geneva Motor Show in 2002 as a design concept by Italian designer Giorgetto Giugiaro.At that stage, Alfa Romeo had no plans to build the car, but the overwhelming response to the concept car meant the Italian carmaker just had to make it.Alfa decided to produce the Brera as a replacement for the GTV coupe, built off the same base as the new 159 sedan.It did some fiddling, reducing the length by 5 per cent to 4413mm and lowering the body height by 3 per cent to 1372mm.The Brera is a 2+2, that is, a two-seater with two rear seats for children or grown ups prepared to squeeze in for short trips.Two models are offered: a four-cylinder and a V6. Both are available with a six-speed manual only, but a six-speed automatic will be added to the options list early next year.The base Brera is front-wheel-drive and runs a 2.2-litre four-cylinder that generates a modest 136kW and 230Nm of torque.Standard equipment includes leather seats, dual-zone climate control, CD sound system with 10-disc stacker, glass roof section, rear parking sensor, cruise control and 18-inch alloy wheels.Standard safety gear includes seven airbags, anti-skid brakes and electronic stability control.The Brera four weighs 1470kg and is able to go from 0-100km/h in 8.6 seconds. Fuel use is 9.4 litres/100km of combined city and highway driving.The AWD V6 Brera uses a General Motors-based 3.2-litre V6, the block made in Melbourne by GM Holden, though Alfa says much of the engine is its own design. The result is a six-cylinder that pumps out 191kW and 322Nm of torque.The V6 Brera comes with all the gear of the four-cylinder model, but adds "clover leaf" alloy wheels, premium leather seats, electric heated seats, Bose premium sound, Bluetooth connection system and xenon headlights.The extra weight of the bigger engine and AWD system pushes up the mass of the V6 Brera to 1630kg. Even so, the extra poke means it can dash from 0-100km/h in 6.8 seconds.Fuel consumption for the more powerful Brera is 11.5 litres/100km of combined city-highway driving.ON THE ROADAnyone who has flicked through Vogue can tell you fashion is expensive, but people are prepared to pay a lot just to look good.The Alfa Brera is a case in point. If it looked plain, or just plain ugly, only the daft would hand over $70,000 for a 136kW four-cylinder.But the Brera is beautiful. It looks simply stunning with its lovely coupe rear, wedge tail-light cluster and gorgeous lines, all of which make it stand out in traffic.The Brera looks good on these pages, but just wait until you see it in the metal.Looks will be enough for some people, but others will expect that an Alfa that can cost as much as $95,000 also needs to deliver the driving thrills to match.The Alfa is competent, but the car doesn't drive as well as it looks.It's a lot better than the GTV it replaces, which looked lovely but had a terribly loose body that affected everything from ride comfort to handling.Alfa has stiffened the 159 and Brera bodies and the improvement is noticeable.The Brera is a solid car that is comfortable, sits well on the road and hangs on to the tarmac through the turns.It just isn't that exciting.The AWD V6 is the most disappointing, because it promises so much.It's great for Lygon St cruising, because it looks great and emits a thick and creamy six-cylinder exhaust note through its rear quad exhaust outlets at low revs.But on winding roads such as those in NSW's Hunter Valley, where Alfa launched the car last week, the V6 Alfa just doesn't shine.A run in some of its rivals along the same stretch of road would leave the driver beaming for hours afterwards.The Brera's V6 engine is torquey enough, with enough muscle down low, but it is not strong up the top end of the rev range. There is also very little exhaust or induction noise to be heard when you are wringing the engine.One of the best things about a six-cylinder is the note it belts out up the top of the rev range — just listen to the BMW in-line engines or even the 350Z Nissan V6.It is also hard to get involved in the drive because the seats have very little support and you have to concentrate on leaning against the force of the turn, rather than just driving.The steering doesn't give the driver much feel either.The traction level of the Brera V6 is excellent and the car can punch out of the turns with confidence that only an AWD system can deliver.You do feel the extra weight, though, and the car is definitely not as nimble as the four-cylinder.The four-cylinder engine does well enough — if you are not that interested in a really sporty drive.The Brera is a competent car that looks stunningly beautiful — just don't expect it to be a red-hot sports car.