Alfa unveils Mi.To

Alfa Romeo's new supermini will be called Mi.To when it goes on sale in early 2009.

The name comes from Alfa Romeo's links with the Italian cities of Milan (Mi) and Turin, or Torino in Italian (To).

The Mi.To was designed in Milan and will be built at Alfa's factory in Milan.

Much of the style of the Mi.To is taken from Alfa's limited edition 8C Competizione sports car.

The round headlights and rear lights are shared with the 8C, though the Mi.To's hatchback shape owes more to Alfa's 147 small car.

Based on the Fiat Grande Punto, the Mi.To will come with engines ranging in power from 90- to 155bhp.

The Mi.To goes on sale in the UK in early 2009 and it's thought a hot hatch version will follow towards the end of that year.

A hot GTA model is likely to have a 180bhp turbocharged petrol engine.

Prices for the standard Mi.To are expected to start at £12,500 when it reaches the UK.

Special Alfa for UK roads

Alfa Romeo has enlisted the help of rally gurus Prodrive to develop its Brera S especially for roads in the UK.

Only 500 of the Italian coupes will be built for the UK and each one will have a numbered plaque.

The Brera S will come with re-rated springs and shock absorbers for its suspension.

This has been tuned by Prodrive to deliver the right balance of handling and comfort required for bumpy British roads.

The car also sits 10mm lower than a standard Brera and has unique 19in alloy wheels.

Alfa Romeo has lightened the whole Brera range, so the 3.2 V6 model is now weighs 100kg less than before.

The Brera S will be available with a 185bhp 2.2-litre petrol engine and a 3.2 V6 with 260bhp.

Buyers also get a new exhaust tailpipe that is styled into the same shape as the rear lights.

Inside, there are new sports seats covered in black leather with red stitching as standard for the V6 and this interior is an option for the 2.2-litre model.

Prices start at £24,950 for the Brera S 2.2 JTS and £28,450 for the 3.2 V6 model.

Alfa Romeo 156, Typically Italian

Before the 156 came along, Alfa had amassed a well-deserved reputation for building cars that liked to have random hissy fits. And sadly that reputation was coupled with a dealer network whose staff would rather have a fag break than help sort it out. The 156 did nothing to change those things (my own had to have its steering column replaced after a heavy night parked on the drive), but it looked so good that it really didn't matter how inept it was. Buying a 156 was like marrying Jessica Simpson.

Designed by current VW Group design chief Walter de'Silva, the 156 was unveiled at 1997's Frankfurt Show and replaced the Fiat Tipo-based (and hardly arresting) 155 saloon. Concealed rear door handles and an off-centre front number plate were just two of its striking details, while its engine range was nothing if not pleasing on the ears. A front-wheel drive configuration (based on a chassis joint-developed with Saab) meant that it could never match BMW's 3 Series dynamically, and nor did it sell in anywhere near the German's numbers, but 680,000 sales worldwide was a resounding success and marked the beginning of a design-led resurgence for the Italian brand.

MINI Cooper vs. Alfa Romeo MiTo

Why the comparison?

Alfa Romeo has an all-new small car in the MiTo and its natural rival is the MINI. The Italian firm is in predatory mood and wants to take customers away from MINI so this comparison is all about whether the Italian has the charm, brio and chutzpah to outdo the Cooper, which is the acknowledged leader in the supermini style stakes.

How are they similar?

They're both after the same style conscious buyer who is less concerned with practicality than looking good. If their compact car also happens to be bijou as well, then so much the better. Does the Alfa have the chi-chi looks to out-catwalk the MINI? Well, we reckon it's as good as the MINI. Where the MINI Cooper is now as common as Emporio Armani, the Alfa MiTo has the advantage of still being a relatively rare sight on UK roads, though this is changing as more buyers switch on to the Italian. Even with familiarity, the MiTo still has a taut style that is bang up to date and its Alfa 8C-esque headlights and grille are a refreshing change from the MINI's slightly downcast second generation appearance. So, it's a draw here.

Inside, the MINI has an unashamedly retro look to the dashboard. We're not fans of the oversized, centrally placed speedo - it overwhelms the otherwise neat and stylish dash. Alfa Romeo has played it with a little more restraint, so there are just the Alfa cues of hooded instrument binnacles and a simple centre console. It's not as striking as MINI's dash, but it's just as easy to use.

Both cars use small capacity engines - a 1.4-litre turbo for the Alfa and a 1.6-litre in the MINI Cooper. This gives them urgent performance without being ferociously fast. To get the two as close on price, we've opted for the MiTo in its 155bhp Lusso trim at £14,045, while the MINI Cooper comes in at £13,715. Each has air conditioning, electric windows and door mirrors, CD player and ESP as standard.

How do they differ?

While the MINI relies heavily on looks and charm for its appeal, the Alfa adds a good dose of practicality into the mix. It's not the most spacious supermini around - and it's only a three-door - but compared to the MINI's rear quarters the MiTo is positively commodious. Two adults can fit in the back of the Alfa and its boot is big enough for a weekend's luggage (270 litres for the MiTo versus 160 litres for the MINI). Space in the rear of the MINI prompts jokes about how many elephants can you squeeze into a MINI. Answer: about half a trunk's worth.

The biggest difference, though, is in the way these cars dole out their driving thrills. Alfa Romeo drivers will have no problems getting ahead thanks to the extra power of the MiTo's 155bhp engine. It's a free revving motor and sees off 0-62mph in 8.0 seconds, while the MINI needs 9.1 seconds. More relevant still, the MiTo is swifter at overtaking on any road and in any conditions, though its six-speed manual gearbox is not as fluid or precise as the MINI's. The MiTo also comes with Alfa's 'DNA' system, which allows the driver to select between three modes for throttle response and steering feel. The most aggressive Dynamic mode is fine for back road blasts, but a chore in town. MINI drivers have no such choices and don't need them as the Cooper is very well set up all round.

Both cars have firm rides at all speeds - some call it sporty, but we tend to think it can be unforgiving when all you want is day-long comfort. Each deals with corners in a noticeably different way. The MINI resists all body lean to feel like a go-kart where the Alfa's suspension allows just enough roll to let its driver know that things are hotting up. Which you prefer is largely down to taste, but the MINI has the edge for its overall poise on bendy tarmac. However, the MINI misses out on steering feel to the Alfa. Criticisms of the MiTo's steering feel have been addressed and all new MiTos have a better weight and feel to their steering than the slightly artificial sensations provided by the MINI.

So which one would we have?

Many buyers will have made up their minds about which car they would choose between this pair long before they even set foot in a showroom. Style plays a large part in the buying process of the Alfa and MINI. Setting that aside and looking at objective measures, the Alfa offers more space, practicality, performance and everyday comfort than the MINI. Balancing this out, the MINI is slightly cheaper, will hold its value better and is the keener drive. The MINI also produces less emissions and is more economical (129g/km and 52.3mpg versus the Alfa's 153g/km and 43.5mpg). It's a very close call, but the MINI's marginally better ownership prospects win out for us in these cost-conscious times, though we would congratulate anyone who chose the Alfa.

Alfa Romeo MiTo MultiAir

What is it?

Although the Alfa MiTo isn't new, the 'MultiAir' bit is. It refers to a new technology the Fiat Group has patented, which makes its debut under the bonnet of Alfa's sharp-suited supermini.

What does it do? Put simply everything you would want a new bit of technology to, such as improve performance, yet at the same time reduce emissions and fuel economy. It sounds like the Holy Grail, but MultiAir is remarkably simple in design, so much so you wonder why nobody has done it before in the same way. It does away with the traditional throttle valve in the engine by controlling air flow via the individual intake valves in the cylinder, opening up a world of possible new strategies for the engine management in the bid for better emissions, fuel economy and even performance.

A range of three MultiAir-equipped MiTos will lead the charge, all sired from the same basic 1.4-litre powerplant. The entry-level 103bhp version is perhaps the least remarkable in terms of numbers, though it improves upon the current naturally aspirated engine. More impressive are the turbocharged derivatives. The 133bhp version betters the performance of the MINI Cooper, for instance, yet only emits 3g/km more.

The top of the range Cloverleaf model will have 168bhp at its disposal, along with a new short-shift six-speed transmission and active damper control. Depending on pricing, it should take the fight directly to MINI's Cooper S; it's not quite as fast, but it betters the CO2 and economy of the benchmark MINI.

That's partly to do with the MultiAir technology, but Alfa has also fitted a start-stop system to this MiTo and will soon do so across the rest of the line-up.

Is it any good?

The numbers speak for themselves. Alfa claims that the first iteration of the MultiAir technology increases power by about 10 percent and low-end torque by 15 percent, while knocking about 10 percent off the CO2 and emissions figures. Those numbers are impressive so long as there is no compromise to the driving experience. In fact, in the case of the turbocharged models anyway, Alfa reckons there's an improvement, as, along with more go available lower down the rev range, there is less turbo lag - the delay between putting your foot down and feeling the car's full power.

This proves to be the case on the road too - more so in the 133bhp car, which feels like it's powered by a bigger, non-turbo engine. The 168bhp Cloverleaf we drove in Italy was a pre-production prototype, but even so it's a keen performer, especially so at lower revs. This characteristic seems to define both of these cars. There's no point in extending either engine much beyond 5,500rpm, as there's little gain in performance and they begin to sound raucous. Elsewhere in the rev range they emit a pleasingly sporting note and are suitably subdued at a cruise.

Where the MiTo MultiAir could continue to fall down, certainly in comparison to the dynamic yardstick that is the MINI, is in terms of outright driver appeal. The MiTo is just not as adjustable on the road. It's undoubtedly a safe and stable car though and its electronic safety systems are quick-witted and accurate, which will be all that matters to the majority of drivers. We look forward to trying out the new active damping on our own roads in the finished product though.

Should I call the bank manager?

Not yet, no. The new engines won't hit the UK and Ireland markets until 'early 2010' and prices have yet to be confirmed. Knowing Alfa, the new MiTo should keenly compete with its closest rivals on price and specification yet perhaps outdo them in terms of performance. If that's the case, then it's job done for the MultiAir technology from the start, though there's plenty more to come from it in the future.

Summary

The introduction of the MultiAir technology to the MiTo supermini is only the start of its development. Although the improvements in terms of performance, economy and emissions are impressive, there is certain to be more to come from this new piece of technology in the future. For now, it brings the MiTo one step closer to competing with the MINI and the Cloverleaf model in particular is a welcome one.

Alfa Romeo 159 1750 TBi

Introduction

Possibly because of the Alfa 156 that preceded it, which was beautiful and unreliable in equal measure, the 159 is regarded as the choice you make with the heart rather than the head. A BMW 3 Series is where the sensible money goes; a 159 is for those who can't stand being part of the pack.

This version of the 159, the 1750 TBi, is on paper one of the most compelling Alfa saloons for some time, because it offers both pace and frugality from its direct injection, turbocharged petrol engine. But is it enough to tempt anyone away from the usual German suspects (and the Japanese one)?

What are its rivals?

The Alfa has the unusual accolade of sitting somewhere between the premium saloons (Audi A4, BMW 3 Series, Mercedes E-Class, Lexus IS) and the mainstream ones (Ford Mondeo, Vauxhall Insignia, Mazda6, Citroen C5... the list goes on). Usually it gets dragged into a fight with the former category because it's not cheap and, well, it's an Alfa. There's a huge range of engine and trim choices comprising the 159 range, which extends from £19,950 (just below where the Mondeo kicks off) to £27,800. Consider that the latter figure won't quite buy you a BMW 320d in M Sport trim, whereas in the Alfa you get a top of the range 3.2-litre V6, and you can see the difference. Value is another thing altogether though, because Alfas are notoriously bad depreciators, whereas the opposite is usually true of a BMW, Merc or Audi.

How does it drive?

For any person to choose an Alfa Romeo, given its reputation for unreliability (often unjustified these days), it must be two things: it must look great and serve up a fantastic driving experience. Unfortunately, this particular Alfa, good as it is, falls just shy on both counts.

The 1750 TBi engine, which develops 200bhp and takes its name from Alfa's back catalogue - namely the 1750 Berlina saloon - delivers its ample power smoothly across the entire rev range, and it has 236lb.ft of torque from just 1,400rpm, so it always feels powerful - a feeling backed up by a 7.7-second 0-62mph time. It returns 34.9mpg too (unless you're doing constant 0-62mph sprints), so it's hardly a gas guzzler. However, what the TBi has gained over the old Twin Spark units of the 156 in terms of smoothness, power and fuel consumption, it has lost in character. Where has the Alfa rumble gone? Some will enjoy the mild-mannered calmness of the power delivery, but for us, that's not what an Alfa's supposed to do.

That said, it's obvious that the engine is light, because the 1750 has sharp turn-in, and is all-in-all a well balanced and entertaining thing to drive - though still lagging behind the rear-wheel drive premium pack because of the fundamental handling disadvantage of sending that much power to the front wheels.

What's impressive?

The 159 rides surprisingly well for a sporty car, given the propensity for some makers to stiffen up the sporty versions of their saloons to uncomfortable levels. The ride is supple, while still letting you feel what's going on underneath you, and that makes the car a pretty good one to live with around town if you do plenty of door-to-door miles.

And as we've already alluded to, there's the cost issue: the Alfa looks good value compared to even some bona fide 'mainstream' cars. For example, the test car we lived with for a week was a Lusso spec, which gets 18-inch alloys, cruise control, dual-zone climate, Bluetooth phone preparation, parking sensors and leather seats. So, it looks sporty, it's comfortable, quick, and well specified - and all that for just under £24k. And if you're bothered about the image thing, most will see the 159 as an informed choice.

What's not?

As a package, the 159 is two steps ahead of the 156 in terms of its comfort and quality, although in becoming better it has also, like the engine, lost a lot of its predecessor's charisma. A cabin that was fundamentally racy, with one of the few driver layouts that could legitimately be described as a cockpit, in the 156 has been watered down into something that's decent enough and ergonomically sound, but arguably quite uninspiring. It's still all obviously pointed towards the driver though.

Should I buy one?

We have to lament the misplacing of much of the 156's personality in the transition to 159. However, Alfa's saloon is a good all-rounder that's difficult to criticise too heavily. It might not be the sharpest drive, but the refinement and power delivery of the new 1750 TBi engine is especially impressive and improves the car markedly as a whole. So if you like what you see in the pictures, fear not about heading to the Alfa dealer. And that's a nice thing to be able to say.

Alfa Romeo MiTo

Introduction

The BMW MINI is so synonymous with being premium and expensive (regardless of the fact there's one on every street) that whenever a small car with a little bit of flair comes along it's hailed as the next 'MINI killer'. This Alfa seems the perfect MINI killer too, because it's practical and cheaper to buy while having a genuine whiff of prestige. Most MINI rivals are cheaper to buy, granted, but until now none have worn an Alfa badge. And that counts for a lot.

What are its rivals?

Discounting the obvious (which for those who skipped the introduction is the MINI), the MiTo finds another in-house rival in the form of the Fiat 500, despite the fact it actually shares its underpinnings with the bigger Fiat Punto. There's also the Ford Ka to consider, and shortly there'll be the Citroen DS3. Essentially, the MiTo is for anyone that considers him or herself moderately stylish, and doesn't care too much about what's going on behind the front seats - as long as there's something there.

How does it drive?

In two very distinct ways. Every MiTo gets a three-way toggle switch called 'D.N.A.', so called because the modes it offers are dynamic, normal and all-weather, but also because flicking between them changes the character of the car. You'll note there are three modes yet we said it drives in only two distinct ways, and that's because the all-weather mode is specific to inclement conditions; really, you'll be switching between D and N most of the time.

The difference between dynamic and normal modes is determined by the steering, suspension, throttle, engine management and traction control settings, all of which are tightened up or loosened off depending on what would make them sportier. What you get, then, is a quite dramatic change when flicking from N to D, taking the car from being a quite supple, almost docile supermini to a hot hatch. It really is a marked change, especially as a torque 'overboost' kicks in, which, combined with the sharper throttle, makes the car feel bigger-engined at a stroke.

Our issue is that sometimes the difference is too great. The steering, for example, goes from quite light to overly firm, taking on a heavy, artificial resistance to inputs that also self-centres really quickly if you let go. The ride also becomes firm and fidgety to the point that it's all you can think about - great on a perfect, windy road, but not so pleasant most of the time.

What's impressive?

The 1.4-litre turbocharged engine, which develops 155bhp, yet returns 43.5mpg, feels rapid and serves up the mighty shove of torque you'd expect of a powerful engine in a small car, but without the turbo lag you'd fear from a small engine with big power. It feels faster than its eight-second benchmark 0-62mph sprint suggests, especially in dynamic mode on overboost.

The looks you can make your own mind up on, but we happen to think that, apart from its bug eyes, the MiTo is a quite stunning little car. It's based superficially on the Alfa 8C Competizione supercar - a fact men can use to repel every girl they ever meet - but it's actually packaged quite well too, with a decently sized boot and space for medium-sized adults in the back. Certainly it's more practical than the MINI.

What's not?

While we like the layout of the MiTo's cabin, it's disappointingly poor in the quality stakes. What Alfa has tried to do is that thing a lot of makers are up to these days, and which Peugeot does quite well in the 207: swathe the upper dash in a softer material to mask the fact that underneath it's all a bit cheap and ropey. It essentially serves the same purpose as a concealer, which is funny, because you can have the headlamps circled in black too, like a 'guyliner'.

Should I buy one?

Apart from being a rarer sight on the roads than the MINI (which is a funny thing to laud as a positive, because it fundamentally means it will sell less), it's also cheaper, better equipped and more practical. It doesn't have the BMW's dynamic prowess or outright quality, but it's a very viable alternative, offering an involving drive and buckets of charm. We'd like the quality to be better, and the ride to be more accommodating in D mode, but there's a lot to like about the Alfa.

And if the £15k asking price of the 1.4 TB in top whack Veloce spec is too much, a mid-range diesel version (especially the excellent 120bhp 1.6 JTDm) will give you all the MiTo's looks and charm with reduced running costs for less outlay. That makes it an even more enticing little car.

Alfa Romeo MiTo Cloverleaf vs. Citroen DS3 Sport

Why the comparison?

Citroen is making much of its DS3 being bang up to date and bucking the retro trend of the MINI, Fiat 500 and Volkswagen Beetle. The Alfa Romeo MiTo eschews retro looks too, in favour of simple Italian chic, and the pair of them are vying for the same sort of buyer who likes the idea of a hot hatch but with a bit more panache. They are also likely to appeal to buyers who want a break from the ubiquitous MINI.

How are they similar?

Small turbocharged engines are big news in small cars as they offer all of the economy we expect but with some real added punch. The Citroen DS3 1.6 THP Sport comes with a turbocharged 1.6-litre petrol engine that makes 150bhp, while the Alfa MiTo in our chosen Cloverleaf specification boasts 170bhp from its motor. This makes these chi-chi superminis decently swift, with the slightly less powerful Citroen dashing off 0-62mph in 7.3 seconds to the Alfa's 7.5 seconds - neither is a slouch. Top speed for the MiTo is 136mph to the DS3's 133mph, so there's not much to separate them.

Regardless of their pace, both cars provide wallet-soothing economy, with the French machine turning in 42.2mpg on the combined cycle and the Italian responding with 47.1mpg. The Alfa is also a little cleaner when it comes to carbon dioxide emissions of 139g/km where the Citroen emits 155g/km, but both are still relatively cheap for road and company car tax purposes.

From the outside, each car stands out in a crowd in its own way. Inside, the DS3 and MiTo tie for driver comfort and space, with both cars offering reach and rake adjustment for the steering and height adjustment for the driver's seat. The MiTo features classic Alfa cues for its dashboard such as the hooded cowls over the main instruments, while the Citroen hides its C3-derived instruments with some glossy trim. The two dashes match these cars' premium aspirations and quality appears strong in both. However, rear seat space is restricted (they are only available as three-door models), but it's the Alfa Romeo that provides that vital few extra inches for head- and legroom.

How do they differ?

For two cars chasing the same type of buyer, the MiTo and DS3 take remarkably different approaches. The Citroen is more of an out-and-out hot hatch - in this guise anyway - needing to be revved hard to give its best, and getting better the harder its driver presses. Its pace is impressive and the DS3 feels even feistier than its bare figures suggest, while the handling is planted, secure and entertaining. The steering could do with a little more sensitivity, but the ride is supple. The DS3 also makes a good fist of town driving and is easy to park.

The Alfa MiTo, on the other hand, feels like a more traditional hot hatch offering with a firm ride that doesn't give as much low-speed comfort as the Citroen's. At higher speeds, the MiTo's suspension is lenient on the occupants' spines, but there is more road noise in the MiTo than in the Citroen. On twisting roads, the MiTo can keep up with the DS3 easily, but this is down to the Alfa's impressive mid-range oomph where the Citroen's engine needs to be worked hard. It's best to let the Alfa's engine strut its stuff through the revs as it's flexible and has a more appealing sporty rasp than the French machine's.

Using the MiTo's 'DNA' system - which offers the driver a choice of Dynamic, Normal and All-weather settings for the steering and accelerator responses - lets the driver tailor the car to the conditions and their mood. The Dynamic mode is great for the occasional quiet stretch of interesting road and Normal is ideal around town. However, the Alfa doesn't quite have the mid-corner composure of the DS3 on bumpier roads, where the MiTo is more easily deflected from its intended course with some squirm noticeable through the steering wheel. The Italian can also fight its front wheels for grip in tighter corners when driven enthusiastically where the French hatch feels more firmly connected to the road.

So which one would we have?

With similar - and impressive - levels of standard equipment and comparable performance and economy, it could be a tricky job to separate this pair. However, a quick look at the price lists suggests the Citroen is the easy winner thanks to a price tag of £15,900 where the Alfa comes in at £17,895. That's quite a difference. The Alfa's more grown-up feel and predicted better used values help bridge this gap, but it's the MiTo's better mid-rev punch that equals the score. However, the Citroen just edges the win here as it's marginally the more comfortable around town and a smidgeon quicker off the line. But it's that price difference that ultimately swings our vote towards France.