Alfa Romeo Brera 3.2 JTS V6 2006 Review

WHAT WE LIKED
>> Great V6 engine; Italian dressing transforms Aussie battler
>> Exemplary six-speed manual gearshift
>> Drivetrain and chassis dynamics that put the Grand in GT

OVERVIEW
Whether standing or moving, the Brera looks even better, sexier, chunkier in the metal than in pictures.

And yes, Virginia, there are two Breras. The other one is called the Brera 2.2 JTS, has that same undeniably attractive body, a very efficient 136kW six-speed, four-cylinder engine, front-wheel-drive and costs $69,990. The 2.2 JTS is, however, in the short term at least, publicly overshadowed by its more powerful, more expensive, more driven stable-mate, the 3.2 JTS V6.

The reason the 3.2 JTS V6 hogs attention in Australia is not because it costs $94,950… Nor is it because it has a very sophisticated all-wheel-drive system… No, the new car’s epicentre of interest is the evocative V6 engine.

So, what makes this one different? Well, to meet the latest exhaust emissions and economy requirements, the 3.2 JTS is an entirely new design, completely unrelated to the superseded classic Alfa V6. Double overhead cams and four valves per cylinder are virtually standard fare for engines these days, but the 3.2 includes variable phasing for both inlet and exhaust camshafts (affecting valve timing), while borrowing the advanced JTS direct-injection technology familiar from Alfa’s latest-generation 4-cylinder petrol engines.

But wait, there’s more. Totally unlike any previous Alfa engine, the 3.2 JTS V6 is a Holden at heart. Ah, but only in part. The core engine is indeed produced by Holden in Melbourne and shares the Commodore V6’s architecture, plus crankshaft with Commodore’s 85.6mm stroke and connecting rods to suit. However, the bore size is 89mm against Commodore’s 94mm, accounting for the roughly 0.4-litre displacement difference. The bare bones are shipped to Italy for final assembly with Alfa’s own pistons, JTS cylinder heads and specific intake and exhaust systems.

The result is a sweet thing that feels and sounds like no Commodore V6, that’s for sure. However, vital and interesting as the V6 aspect may be, the slight Aussie accent (already evident in the 2.8-litre V6 turbo Saab 9-3) scarcely impinges upon Brera’s overall significance to its maker and the market.

Besides having the long tradition of Alfa Romeo sports coupes to perpetuate, Brera is charged with becoming a major player and carries seemingly well justified expectations of substantially increased sales volumes.

FEATURES
Just what does the 3.2 V6 Brera offer over its 2.2-litre sibling in return for asking almost $25K extra -- apart from more capacity, cylinders and performance, that is, along with the four-paw Q4 drivetrain. Both models ask a jaw-dropping $1750 for metallic paint, but otherwise the 2.2’s only option is $3250 for electric front seats, standard in the 3.2 V6. Although both have leather facings, the V6’s are premium quality.

Regardless of engine, the Brera comes with power windows, power mirrors, dual-zone climate control, cruise control, trip computer, 10-stack CD, 60/40 split-fold rear backrest with ski port, temporary spare wheel (in a well that looks large enough for a full-size flat tyre), electronic ignition key, rear parking sensors, front fog lamps and Sky View full-length glass roof with electrically operated internal shade panel.

V6’s exclusives include xenon headlights (with washers), Bose sound system, auto-folding exterior mirrors and Bluetooth phone connection.

Each model has distinguishing wheel style – holey for the 3.2 V6 and multi-spoke for the 2.2 four.

Moreover, thanks to ample fore-aft and height adjustments, together with the tilt-and-telescope wheel, the Brera lacks any suggestion of the discomforting long-arm/short-legged Italian Ape driving position that has characterised (and arguably spoilt) many cars from Italy.

While the two-place rear bench has nicely sculpted appearance, it simply lacks sufficient head-space and kneeroom for adults.

Apart from offering compromised refuge to compliant shorties, the rear seat’s real worth may be as a convenient stowage space. That aspect can be fully exploited by flattening either or both backrests to extend the luggage boot, capacity of which is already quite ample by sports coupe standards, albeit made awkward by the high loading lip.

In concert with Brera’s highly effective yet background electronic stability and traction control aids, plus great brakes and responsive steering, this is about as sure-footed and user-friendly sports-touring chassis as you could wish for.

Just to be on the safe side, Brera also brings a full complement of passive protections including front, front-side and full curtain airbags, plus driver’s kneebag.

Although NCAP crash-test results aren’t yet available, Brera meets all applicable safety statutes, of course.

MECHANICAL
Unlike the front-drive 2.2-litre Brera, the 3.2 V6 version includes the latest iteration of Alfa’s impressive Q4 full-time all-wheel drive (AWD) system with a torque-biasing Torsen centre differential which directs 57 per cent of the drive to the rear wheels.

Contrary to many contemporary AWD models, Q4 is a mechanical system that avoids electronically-managed brake applications to distribute the drive to whichever wheels have most grip. And because Q4’s front-rear connection is permanently engaged, the Brera isn’t dependent on incipient wheelspin (like on-demand others) to activate AWD. However, Q4 makes full and good use of Alfa’s very subtle but effective stability system and traction control to help keep things ship-shape when the car might otherwise lose direction.

To facilitate slippery starts and let the keen driver take charge, Brera’s ASR and VDC can be switched off.

Built on the Alfa 159 platform with wheelbase shortened 175mm, the Brera also borrows the sedan’s double-wishbone front suspension, steering and multi-link rear suspension designs.

The V6’s impressively arresting brakes are explained by its having larger discs than the 2.2 model, allied with unstinting Brembo four-piston front calipers.      

COMPETITORS
The speciality/sporty coupe segment may be relatively narrow, but is also prosperously popular for models with the style and image to hit the sales jackpot.

There’s no doubt the Brera duo shape up well on those scores. Alfa Romeo sees the Audi TT, BMW 3 Series Coupe and Mercedes Sport Coupe as the Breras’ obvious competitors around both price levels.

That said, the 3.2 V6 also faces distinct possibility of rivalry from within now the roomier 159 sedan offers the V6/Q4 drivetrain for $74,990; some $20K less than the coupe.

There’s a further alternative in the even more capacious 159 Sportwagon version at $77,990. But, of course, Brera has unmatched looks.

The instruments’ layout works well (main meters ahead, gauges on the angled centre stack) but the faces and red-lit information panel aren’t the easiest to read. More importantly, the seats are comfortable, the driving position commanding, and the cabin’s overall ambience is purely sporty, Italian-style. So’s the driving.

The 3.2 V6 engine is a ripper -- eagerly revvy and with an exhaust note playful enough to tickle your senses without assaulting the ears. The tachometer’s red sector begins from 6700rpm, but if you gun Brera in first gear, electronics lower the limit to about 6400rpm, then relent to allow over 7K in the other gears.

The gearshift is a beauty too. Given the stubby lever’s nicely tactile and finely precise travels from gear to gear, shifting is always a pleasure.

Stirred along, Brera responds in kind and covers ground with deceptive alacrity. Seat-of-the-pants feeling suggests Alfa’s claim of 6.8sec for 0-100km/h acceleration through the gears may be a tad conservative, because although take-off is slightly constrained by the weight and grip penalties of AWD, Brera’s pulse is certainly racey once wound up.

If you’re feeling a bit leisurely however, the Brera can cope because the V6 belies its sportiness with resilient flexibility and purposeful throttle response from less than 1500rpm in fifth gear. Should even easier operation be preferred, wait for the automatic transmission due early next year.

The chassis dynamics are all round excellent. The medium-weighted steering gives consistently good sense of connection with the wheels and provides reasonably tight turning circle (10.7m) from just 2.25 turns lock to lock.

Feeling well and truly planted on the road, Brera has demonstrably sure-footed roadholding and very responsive, well-balanced handling.

Not surprisingly, there’s perceptible sense of discipline about the body control and bump absorbency. But although the ride can become noticeably turbulent over rough roads, the ride quality continues to cushion the blows without lapsing into harshness.

In sum, Brera is a classic coupe, a wonderfully sporty drive, and a true-blue Alfa Romeo for all the right reasons.