Alfa Romeo Reviews

The Germans have a stranglehold on the market but for those who look for flair not completely at the expense of function probably end up staring into the beautiful face of an Alfa Romeo 159.

While the first factory Alfa Spider joined the model line-up in 1966, the Spider body type goes back to the mid-1920s.Originally a designation of a light two seat sports car, the first Alfa Spiders were based on 6C and 8C models with body work by Carrozzeria Touring.Many Alfas by them of this style followed and they are highly desirable classics on the collectors market. Those with a joint race history with the Scuderia Ferrari, (the Factory Race Team through to the late thirties) are also extremely valuable.The first factory Alfa Spider was launched at the 1966 Geneva Show. It was based on the Guilia 105 chassis.The body was both styled and built by Pininfarina and was the last project Battista Pinin-Farina had personal involvement with. The body design and construction was quite advanced with crumple zones incorporated front and rear. The name Duetto was eventually given to the car after a public naming competition was held. This was not the only significant marketing coup for the Spider however it was also an early product placement in a big box office movie when Dustin Hoffman drove it in The Graduate.Production of this basic body style continued through until 1993, evolving through four significant updates from the Duetto round tail through to the big plastic bumpered final version for the US market.The second generation body design of the GTV period 1995-2006 saw the introduction of what can only be described as a controversial styling -- some would say the ugliest car ever produced from a Pininfarina design. The front-wheel drive layout did not lend itself to the sporting nature of the previous generation.The current production Spider launched at the 2006 Geneva Motor Show -- where is it was well received and praised as the Cabrio of the Year -- marked a return to classic style.While the V6 has been criticised as not being a true Alfa, as it utilises a Holden-sourced engine, the performance is definitely in a league of the best of the Spiders.The engine features a thorough make-over by  Alfa, including completely new heads.The Spider name has also be used on the current Alfa limited production supercar, the 8C.For images of examples from the original 1920’s cars by Touring  through to the new 8C, explore our gallery at right.Related links:Search for your own Alfa Romeo Spider

There was a time you could pick a car’s country of origin by its styling, the way it drove, steered and braked. Cars seemed to have a unique character that stemmed from the culture of the country that produced it, none more so than Italian cars that had a certain flair that came from the Latin passion of the Italian people.Cars from Germany, France, England and America all had quite distinctive character traits that were a reflection of their country of origin.Globalisation has changed the face of the auto industry. Now that car makers have expanded beyond their national borders and are making cars with a world flavour those national characteristics that made particular cars stand out from the crowd have largely been eliminated from the business.One country that seems to have been less affected by globalisation than any other is Italy, which still produces cars that have a distinctive Italian flavour. One such car is the Alfa Romeo 156.In a time when cars are becoming more and more homogenised, the Alfa 156 stands out.Alfa’s traditional grille marks it out as a product of Turin to start with, but there can be no mistaking the taut flowing lines that could only have come from Italy.With its wheels placed at the corners the 156 has a powerful stance emphasised by its muscular shoulders and bold front and rear treatments.If styling is an important part of any Italian car, the engine is equally as important, it’s the heart that gives the car so much of its individual character.The 156’s heartbeat came from a 2.0-litre double overhead camshaft four-cylinder engine with twin spark plugs and four valves per cylinder or a 2.5-litre double overhead camshaft V6.With the 2.0-litre engine the 156 would reach 216 km/h if pressed, having reached 100 km/h in around 8.5 seconds, while the V6 would sprint to 100 km/h in 7.3 secs and had a top speed of 230 km/h.Those who chose the twin-spark four could choose between a five-speed manual gearbox and a five-speed auto; those who opted for the V6 could have either a six-speed manual or five-speed auto. A automated shift manual gearbox — Selespeed — could also be ordered for even more fun on the run.Final drive was through the front wheels, which was a disappointing departure from tradition for some Alfa enthusiasts who treasured the wonderfully exhilarating handling of earlier rear-wheel drive cars like the old 105 GTVs.But anyone who was able to get over the disappointment found the 156’s handling was just as thrilling as older Alfas despite the front-wheel drive.Double wishbone suspension was employed at the front with an independent MacPherson Strut layout at the rear. On the road it had a balance and precision that made it a joy to drive on the open road.Brakes were disc all round overlaid with ABS and EBD electronic brake distribution for optimum braking efficiency.The Alfa 156 came packed with standard features that befitted its place in the prestige segment of the market.Entry to the Italian club came via the Twin Spark Sedan, which had air-conditioning, ABS, dual airbags, adjustable steering wheel, power windows and mirrors, immobiliser, velour trim and carpets, power steering and a host of other features.You could also choose the 156 Sport, which added power Recaro seats, sports trim, instruments and carbon fibre dash trim.If you stepped up to the V6 you got alloy wheels in place of the steel wheels on the Twin Spark, as well as the V6 engine and the option of the six-speed gearbox.Perched atop the range was the Monza, which was available as a Twin Spark or V6, and added leather trim to the package.Owners of Italian cars have often had to be forgiving when their cars were often temperamental. They would often forgive them their sins for the sheer enjoyment of the driving pleasure.The latest generation of Alfas it seems are less prone to niggly problems as some of their predecessors.There were issues with poor radio reception on early cars, but that was about the extent of the dramas.Most 156s are owned by people prepared to lavish affection on them and ensure they are well serviced. Even so check for a service record and make sure no corners have been cut.Generally the 156 seems to remain rattle free, but the quality of interior fittings suggest that they might suffer in the long term when these parts may deteriorate and begin to loosen and fall apart as those of older Italian cars were prone to do.Agile handling and powerful ABS-equipped brakes give the 156 a great primary safety package, while dual airbags provide good crash protection when a collision is unavoidable. Standard side front airbags added to the secondary protection from 2000.Carol Sainsbery says her 2.5 V6 manual looks stylish, has a user friendly cabin with comfortable seats, and is a dream car to drive.Rick Fitzgerald says his 2001 Monza has been a great car . He loves the engine, the Momo leather interior, the styling, the gearshift and the handling. He’s not so keen on the front-wheel drive, the lack of cup holders, and the air-con, which struggles on hot days and reckons the plastics could fit better.Salv Pupillo has driven 125,000 km in his 1999 Twin Spark sedan and says every day has been a pleasure. He recalls the day he was invited by a dealer to thelaunch of the 156 and he was so impressed he decided it would be his next car. Six and a half years later he looks forward to many more pleasurable years before the inevitable update to a newer 156.Peter Coumaros dreamed of driving and owning an Alfa Romeo when he was student. He had to wait almost 30 years before realising his dream own one, but is now onto his third. He says it’s an addiction that’s very hard to describe to someone who has never driven an Alfa. The 156 V6 is pure pleasure, a “piece of art" on wheels. The V6 is fantastic and responsive.Stephen Vincent bought his Twin Spark manual in 1999. He has found it to be extremely reliable and a pleasure to drive. His only problem has been a computer failure, and his only criticism is the large turning circle.• classic Italian styling• smooth powerful engines• beautifully slick manual gearshift• excellent road holding• well equipped with every featureGood looking sports sedan goes and handles well and stands out from the crowd.

Based on the Brera coupe, Alfa Romeo’s latest convertible arrived in Australia last year after a dazzling unveil at the Sydney Motor Show in late 2006. Alfa’s most expensive car down under has arrived with an all-new “Q-Tronic” gearbox and Q4 all wheel drive system in two versions– the $97, 990 3.2 JTS V6 auto tested here (manual $94, 990) and the smaller $73, 990 2.2 JTS Selespeed (manual $69,990). EXTERIORDramatic curves and creases bring together a sleek rounded form on 18 inch alloy wheels. The long sweeping bonnet lines come together at the familiar triangular Alfa grill that sits between wrap around Xenon headlamps. Pronounced rear wheel arches, thick chrome roll bars and a muscular rear end draw attention to the open top character of the car – an intentional design focus.INTERIORThe inside is simple, consistent with the clean lines and fresh approach of the exterior. There is no mistaking an Alfa interior. The aluminium centre dash panel, the Italian stitched red leather heated seats and the collection of small, round sunken dials accentuate the premium sporty nature of the car.Dual zone climate control, a super six-speaker Bose stereo, multi-function display, Bluetooth capability and a host of storage compartments all come as standard.DRIVETRAIN and SUSPENSIONThe 136 kW 2.2 JTS is powered by a 2.2 litre in-line four cylinder litre engine that produces 230 Nm of torque, whilst the 3.2 JTS V6, as the name suggests runs on a 191kW 3.2 litre V6 with a substantial 322 Nm of torque.Both versions are equipped with six speed manual gear boxes and the new `Q-Tronic’ six-speed automatic but the 3.2 JTS comes with Alfa’s Q4 all-wheel-drive system which divides torque 57 per cent to the rear wheels and 43 per cent to the front.The Spider’s suspension set-up is double wishbone front coupled with a multi-link rear configuration.SAFETYSeven airbags are standard for both models, as are ABS, VCD, Electronic Brakeforce Distribution, traction control a fully integrated Fire Prevention System.Complementing these features are wheel spin limiter during take off and a brake assist function to help when changing down through the gears. Halligan saysIn the early days of the evolution of Ferrari from Alfa Romeo race team owner to exotic car manufacturer, Ferrari and Alfa Romeo were on par from an engineering and reputation point of view. How things changed.In its later life – after the last of the 1980s rear-wheel-drive GTVs and Spiders; Alfa went astray.The past GTV is the ugliest car to ever leave Pininfarina’s drawing board and did enormous damage to the reputation of Alfa.But the Alfa V6 Spider has drawn me back to the brand.And the attraction started from the moment I adjusted the electric seats to my ideal driving position and dropped the steering wheel closer to my knees. Perfect. And the turning circle to get out of the tight carpark was great.Through a tunnel and the engine gave a fairly deep unstressed rumble, past the speed camera lights and then I finally touch the accelerator with more than toe pressure. The engine tone changes as does the car’s character. The Spider has two distinct personalities; on one hand it is a beautiful well balanced sport scar that points, tracks and accelerates like an entry level exotic should. On the other hand it is one of the easiest cars to drive.A highway trip through bucketing rain didn’t unsettle the Alfa, which always felt rock solid, surefooted and capable of higher speed even under these slippery conditions.My official style council – the wife and kids – gave its design a big tick. This Alfa just looks right, the closer you look at it the more you realise just how good a design it is. It grabs your attention without being overly loud. To me it contains all that is good about Italian design. My wife wants one. Previously she wanted an MX-5.So would I put it on the shopping list if the funds were available. The competition is stiff; Boxster, SLK, TT and Z4.  The four Germans. The Boxster gets eliminated straight away, my wife wouldn't let me because she considers it a cliche. The Audi is a possibility. I am not a BMW person, I prefer Mercs. So it comes down really to the SLK or the Alfa. Hard choice. Alfa is back on my list and I didn't think I was going to say it so quickly.Was there anything I didn't like; only the red led readouts within the instrument cluster.Back to the Alfa and Ferrari relationship. I always thought an Alfa should be for a person that aspires to a Ferrari but knows it is too far out of their bracket. The Spider fits this perfectly.My wife gave me permission to buy one. Black on black please.VERDICT: 8.8/10Wigley saysThere is something about Alfas that gets the heart pumping. I wasn’t disappointed either when I laid eyes on it for the first time.The bulkier rear end makes it look more sporty and muscular and the Brera looking front is always pleasing to the eye.I love the uniqueness of Alfa interiors. You can see and feel the quality and the effort put into the design. There is nothing complex about the interior design which I like personally.Vision is great out front but the bulky side pillars – when the roof is up – create a massive blind spot. Because you don’t get a back seat, the visibility when you’re changing lanes isn’t great and you find yourself being extra careful.The ‘Q-Tronic’ system is good but I prefer VW’s DSG system. There isn’t an immediate response when you use the paddle shift on the Italian car.But the Q4 all wheel drive plus the stiffer suspension made the car extremely grippy and the steering very accurate, so entering and leaving corners at speed was easy and precise.The engine note is a deep growl that you can hear a block away but you can’t notice it too much inside, and given that it’s a convertible it was pleasantly surprising how quiet it was in the cabin with the roof on.And there’s a lot of pleasure from the noise and the thump in the back thrust when you give it some on a straight stretch of road.VERDICT: 7.8/10 

The masters of style and elegance (that's right, those Italians) have delivered with this Brera-inspired Spider.With a really sleek and elegant design, it certainly doesn't go unnoticed, especially with the top down and exploring that throaty growl.But at $97,990, it's true what they say: class and style doesn't come cheap. The Spider has all the recognisable Alfa traits; the family nose, the horseshoe alloy wheels and the familiar dash design with a driver focus on the interior.It's the type of car that makes you want to go out and change your whole wardrobe to match. Forget wearing daggy tracky-daks in this stunner, unless of course they've been blessed with an Italian designer label.The stunning deep-red leather interior, the Alfa insignias embroidered into the seats and adorning the doorsteps and the sporty yet chic exterior all combine to make it an all round stylish package.The Spider is closely related to other Alfa siblings, sharing the 159's platform but with a shorter wheelbase, and was inspired by the Brera.But with its own character, the Spider becomes more than just a derivative of any other model.Its long bonnet, compact rear and the lack of the side creases seen on previous models makes it a standout.It not only glistens in the looks department, with a design that was developed in co-operation with Pininfarina and the Alfa Romeo Centre, but it also has performance that screams for the attention.The model tested was the 3.2-litre JTS. It's not only design that is closely related to other models, but this engine too — the six cylinder also found in the 159 and Brera. Pumping out 191kW at 6300rpm and 322Nm at 4500rpm, the two seater sports car races from 0-100km/h in seven seconds. Not overly quick, but it does get there feeling very sporty and 90 per cent of max torque is available from 1800rpm right up to 6250rpm.Also contributing to the strong performance is the Q4 permanent all-wheel-drive system that the V6 features as standard.Under normal driving conditions, 57 per cent of power goes to the rear wheels, and 43 per cent to the front.The rear-wheel bias provides better handling qualities, felt by the traction when coming out of corners.The Q-Tronic six-speed auto box lets the engine rev right up to 5000rpm before changing gears under harder acceleration. There is also the option of sliding into manual mode and using the steering-wheel mounted paddles.The only problem here is the gearbox takes over automatically around 5000rpm if you haven't already made the shift, which means you don't quite get to the higher end of the tacho.There's also a bit of a delay when shifting gears yourself. While the brakes in the Spider pull you up very quickly, on our test they are initially sticky and stay depressed even after you release your foot from the pedal.And when the display starts to show the Vehicle Dynamic Control and Hill Descent were not working, it's time for a call to Alfa. An Alfa spokesman says the brake pedal has been pressed too hard and one of the sensor points bent, which means the sensor that measures when the pedal is pressed is no longer getting a clean signal.That trips the ABS system into fault mode. Once the sensor is back where it should be, everything returns to normal and braking action feels a lot more confident. On the road, the Spider is a comfortable and firm ride and even on rough roads you're still held strongly in the very cosy seat.There's speed sensitive, power-assisted steering (which makes the car easy to manoeuvre), although it does still possess the stronger steering characteristics you'd expect from an Alfa. And while the price tag is high, it does come packed with some quality features — all as standard.These include chrome roll bars, a wind break, electronic folding roof, cruise control, automatic dual-zone climate control, Bose audio system and — keeping you most comfortable — the Pieno Fiore sports leather, electrically adjustable heated seats. It's also fitted with seven airbags and Vehicle Dynamic Control and Electronic Brakeforce Distribution.Running costs are not cheap either: while it has a claimed consumption of 11.5 litres per 100km, during our drive, the trip computer readout showed the average consumption to be as high as 19 litres per 100km at times. But if image is everything, you'll definitely be getting the tongues wagging in this. The bottom line Stylish is one word you'll become very familiar with. SnapshotAlfa Romeo SpiderPrice: $97,990Engine: 3.2L/V6, 191kW/322NmTransmission: Q-Tronic 6-speed autoEconomy: 11.5L/100km The rivalsBmw Z4 RoadsterPrice: $94,000Engine: 3.0L/6-cyl, 196kW/315NmTransmission: 6-speed autoEconomy: 9L/100km Audi TT RoadsterPrice: $92,900Engine: 3.2L/6-cyl, 184kW/320NmTransmission: S-Tronic 6-speed autoEconomy: 9.5L/100km Mercedes-Benz SLK 280Price: $102,900Engine: 3.0L/V6, 170kW/300NmTransmission: 7-speed autoEconomy: 9.5L/100km 

Here's something to whet the appetites of driving enthusiasts who like the cachet of an Italian marque but need versatility in luggage space.On paper this car measures up. A V6 petrol engine with variable valve timing and twin overhead camshafts on each cylinder bank. A strong 191kW of power. A broad, low stance pushing its wide-tread, low-profile tyres on to the road where they are propelled by all-wheel drive.Leather-trimmed seats, sports instruments and, at the top of the range, a six-speed automatic with sport mode and steering wheel paddle shifts.Luggage volume is great and even more can be carried when the rear seats are folded flat.It's the Alfa Romeo 159 Sportwagon - the 3.2 JTS Q4 variant, the most expensive of the 159 Sportwagon range.At $80,990 it's quite a swallow; $12,000 more expensive than its fellow-European Volvo V70 V6, which also has all-wheel drive, six-speed automatic and is more powerful and more spacious.It's a shame the Q-Tronic auto lets the wagon down. Even in regular Drive setting, it hangs on to gears far too long, the driver willing it to change up a gear or two to lower the revs, the noise and the fuel bill.In the manual-shift mode, the test car wouldn't accept a command to go into top (sixth) gear at a steady 90km/h on a flat road. It used fuel at a rate of 13.6 litres/100km on a drive that included a Fleurieu cruise. Do mainly city and suburban driving, and petrol consumption will increase.The driver can find an ideal position helped by seat and steering wheel adjustments.The AWD is configured to give a slightly rear-axle bias.This is a wagon that corners with good balance, even at speed.The rear luggage area, accessed by a lift-up tailgate, has a floor about 24cm below the loading lip (more like a hatchback than a station wagon). It's harder to lift items in and out, but probably helps the wonderful chassis integrity.Tie-down hooks, luggage nets and bonus compartments make it appealing. The 445 litres of space (below the luggage blind) expands to 1235 litres with the rear seat down. Then there's the joy of driving an Alfa; the deep-set gauges are there for olio, acqua and benzina and when asked to perform, it generates a raw, racy sound.The $77,990 six-speed manual version might be worth trying along with any of three other engine choices back to the 2.2 four-cylinder petrol (136kW power) from $52,990 where you still get leather trim, dual-zone climate control, 10-stack CD, cruise control, stability control, rear park sensors and alloy wheels. SnapshotAlfa Romeo 159 Sportwagon 3.2Price: $80,990Engine: V6 petrol, dohc, 3195cc.Power: 191kW at 6200rpm.Torque: 322Nm at 4500rpm.Transmission: Six-speed Q-Tronic sequential with paddleshift.All-wheel drive.Brakes: 330 x 28mm ventilated front discs, four-piston calipers; 292 x 22mm ventilated rear discs; ABS.Economy: 12.3 litres/100km. Tank capacity 69 litres.Emissions: 291g/km.Wheels: 18in x 8in alloys; 235/45 tyres.Dimensions: 4660mm long, 1828mm wide, 1422mm tall.Performance: 0-100km/h 7.4 seconds. Top speed 237km/h.In its class: Audi A3 Sportback 3.2 quattro, $65,500Saab 9-3 Sportcombi: $75,600Volvo V70: $67,950BMW 335i Touring: $108,600 

Alfa has provided some reasons for delaying purchase of 159 Sportwagon until next year.

The Italian maker seems incapable of designing one that's mere transport, injecting a special flavour into even machines that would be built as “ordinary” cars by others.The Alfa Romeo 156 has the convenience of four doors, not the two you'd expect from its sporting coupe shape. The back doors are so cunningly disguised that many don't even realise they are there. Look at the shut lines, then at the handles pretending to be air vents and you'll see what we mean.Once you've opened the rear door, try the back seat for size, as it's not the biggest in the business. Indeed, the seat is probably best left for children or smallish adults. Big boofy Aussie blokes won't be happy back there.The 156 has been on the Australian market since February 1999 in sedan format; the wagon arrived in August 2000. In October 2003 it got a major facelift that led to the traditional Alfa shield grille becoming considerably larger and sitting right down into the bumper. The tail was beefed out and a bit more brightwork added to the body.Nevertheless, the original model still remains striking in its styling.The 156 has sold strongly from day one and a good number are on the used-car market. Take your time to shop between them, as there seems to be quite a variation in condition from best to worst.The boot is also on the small side for a family car. The station wagon's load area is a bit of a joke, if you regard it as being a full wagon, but makes more sense if you think of it as a coupe-wagon.Steering that communicates everything to the driver with plenty of detail on which they can make their next decision further enhances lovely handling and gives a huge amount of road grip. Few family sedans cry out to be taken for a run on your favourite bit of road early on a Sunday morning but this Alfa just loves that sort of outing.An ultra-hot, ultra-expensive 156 GTA joined the range in August 2002. With a 3.2-litre V6, six-speed close-ratio manual box, big body kit, extra large wheels, tyres and brakes it's a real delight to drive. Look out for torque steer, though, as it can try to take control of the wheel at times.The GTA was expensive, didn't sell all that well and was discontinued in June 2004.Alfa Romeo is firmly re-established in Australia. There are a reasonable number of dealers, both official dealers and independent operators. Alfa dealers tend to be concentrated in the major population centres and scarce in the bush.Servicing and spare parts prices are about average for this class. You can do some of the routine, non-safety items yourself but the bonnet isn't the easiest under which to work.Insurance can be expensive, so make inquiries before falling head over heels in love with this Italian masterpiece.The 156 was replaced by the Alfa 159 in June 2006. The 159 is significantly larger and its introduction may not have the usual adverse effect on resale values that often occurs when a similar new model supersedes an old one.Under the bonnetPower is provided by either Alfa's four-cylinder 2.0-litre engine or its upgrade to JTS specification midway through 2002. The latter is the one to go for because not only has it even more response than the earlier unit but also uses less fuel at the same time. There's also a 2.5-litre V6. In the Italian manner, the four-cylinder is the sporting engine, the V6 the luxury cruising unit.Many find the Selespeed automated manual transmission frustratingly slow-changing and harsh, especially in the lower gears when it's being used in the automatic setting, designated “city”. It's better to go for a conventional manual (to our way of thinking) but you may learn to tolerate the Selespeed if you're doing a lot of heavy-traffic work.When specified with a self-shifting transmission, the Alfa 156's V6 gets a semi-sequential four-speed, fully automatic unit. When used in automatic mode it's smooth and quiet in operation.Danger signsThese new generation Alfas are much better built than the older models. However, they can still fall into the hands of bad drivers and their very nature means they cry out to be driven hard.Look for body repairs. Most are easily spotted by mismatched paint on adjacent panels, uneven gaps between panels, paint overspray on non-painted parts and ripples in what should be smooth metal.Make sure the engine starts easily and idles smoothly from the moment it gets going. Naturally, the V6 will be smoother than the four. Engine performance from the 2.0-litre Twin Spark unit isn't great but if it seems below par, it could be suspect. The JTS is a significantly better unit.A manual gearbox that isn't light in its action could be due for repair. Do some fast changes from third down to second and feel for a reluctance to shift — or for funny noises.During the road test look for steering that wanders and feel for brakes that don't pull the car up evenly.By all means do your own checkout to the best of your ability but always call on a professional for the final say. 

With cars as distinctive as those from Alfa Romeo we were wondering what the designers would do next - where do you go and what do you do after doing such a terrific job of nailing it the first time? It turns out we needn't have worried because the new Alfa Spider is better looking than ever.The engineers have even managed to remove some of the body flex that is generated when you remove the roof from a car. The current model feels much tighter and more composed than the previous one, with more bite too. What a pity the same engineers couldn't have done a bit more work on the car's suspension.The new Spider is strictly speaking a Brera coupe without the roof. But it's more than that because few people realise the car was in fact styled by car designer Pininfarina instead of designer Giugiaro,  which did design the coupe. If you don't believe us check out the badges on the side of the car.As well as designing the fabric roof, Pininfarina also re-styled the rear of the car, to focus attention on the open top. The wheel arches are more pronounced and add hips that lend a Boxster-like flavour to the car. There's no missing the polished chrome roll bars either, which the first car lacked.Two versions of the Spider are available, 2.2 litre 136kW four cylinder unit and a 3.2 litre 191kW V6. The V6, which breaks the three-figure price barrier for the first time, is also equipped with all-wheel drive. Our test vehicle was the four cylinder Spider priced from $76,950.The thing we like best about Alfas is that they deliver as much pizzaz as a high priced Porsche. They also come from the same country that produces Ferraris and that Italian heritage is evident, with gauges angled towards the driver that retain their original labels - Olio, Acqua and Benzina (oil, water and fuel). It just wouldn't be the same in German or Japanese.The 2.2-litre JTS engine in our test car is good for 136kW of power at 6500rpm and 230Nm of torque at 4500rpm, making it not surprisingly a high-revving unit. It means you've got to push it hard to get the best out of the engine, but it remains pleasantly tractable in the mid range.The four cylinder engine in our test car was teamed with a six-speed manual transmission, just the way we like it.Drive is through the front wheels with premium 18-inch Pirelli 235/45 P Zeros fitted and a space saver spare. Despite the addition of stability and traction control, the front wheels still scrabble for traction under hard acceleration.While the driver receives plenty of feedback through the wheel, the car is also subject to bump-steer which detracts from the ride quality. We doubt whether Alfa does any local testing. While the ride is smooth and enjoyable on motorway standard surfaces, a quick trip down Sydney's Parramatta Road will have you fighting with the wheel.Other overseas marques are able to tune their cars for all conditions, why is it so hard for the Italians?Fuel consumption is rated at 9.4 litres/100km. The boot is surprisingly large, not so much long but deep. Safety equipment includes seven airbags as standard. 

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.