Alfa Romeo Mito 1.4 TB 2008 Review

Who you calling Junior?

The brave new breed of premium small sporting hatches just gained a significant new entrant. Its name is the Alfa Romeo Mito, and it joins the Mini Cooper in a high-performance supermini class that's set to gain competitors from Audi (A1) and Saab (9-1), and even Mercedes-Benz (third-generation A-Class).

As more buyers discover that small and fun are entirely compatible with luxury and performance, Alfa wants an 80,000-a-year slice of the action that has the potential to generate strong (and much-needed) profits.

The Mito shares its basic platform with Fiat's Grande Punto (and Opel's jointly developed Corsa), which helps explain how it took just 16 months from design-freeze to start of production.

Not that the Mito is a practical econo-box. Unique to the Alfa is the set-up of the steering (the rack ratio drops from 15.5 to 12.9), as well as the suspension and brakes. The dynamics are overlaid with a raft of advanced electronic technology that includes a Ferrari F430-like Manettino control - called DNA by Alfa - that offers three stages of engine response modulation, steering assistance and stability control. The DNA switch, positioned ahead of the gearlever rather than on the steering wheel, also activates Alfa's Q2 differential that brakes the unloaded inside wheel to nullify wheelspin and divert torque to the wheel with grip.

At launch, Alfa offers two engines: a higher output (114kW at 5500rpm) version of the 1.4-litre petrol turbo that powers the Fiat Ritmo (nee Bravo), and a 1.6-litre turbo-diesel with 88kW, backed by 320Nm at only 1750rpm.

Alfa has cleverly played the heritage card in the design, thankfully without resorting to retro styling. Pre-launch photography used the same shade of mica red as Alfa's gorgeous 8C supercar, even though the colour won't be offered in production. Nothing can disguise the Mito's tall, squat, hatchback proportions, but the visual links to the 8C are skilfully fashioned via the alloy wheels, triangular headlights, deep grille, frameless door windows and concentric circular tail-lights. The result, styled by the same team that created the 8C under Wolfgang Egger (before he left for Audi), is unmistakably Alfa and forward-looking.

The Bertone-styled interior is classy, and allows a high degree of personalisation in both colours (five interior, 10 exterior) and materials. Options include Bluetooth and MP3 compatibility, Bose sound and sat-nav. Some of the plastics aren't quite up to Audi's standard, but the cabin looks and feels expensive. You sit low on opulent and supportive buckets, although visibility is limited by thick C-pillars and a shallow glasshouse, while rear-seat accommodation is better than the styling suggests. It's immediately obvious that the Mito is rather more of a proper four-seater than the Mini, with easier access.

How about from behind the wheel? No complaints about the excellent (and fully adjustable) driving position, at least in left-hand drive. Under the swoopy dashboard hood the speedo and tacho are too widely spaced to take in both at a glance, but the standard trip computer includes a turbo-boost gauge. Happily, Alfa resisted the temptation for a starter button. The electronic default ensures the engine only starts in normal or all-weather DNA modes. Throttle responses are disappointingly slow, the turbo needs at least 3000rpm before the engine sings, while the steering feels light and disconnected. Not a good start.

Hold the DNA switch forward for a second or two to activate the dynamic mode, however, and the Mito's character is transformed. The throttle action is far sharper - at 1500rpm, 40 percent of throttle movement gives 35 percent of torque in normal, versus 73 percent in dynamic. The steering is heavier, yet still feels artificially weighted and, despite just 2.6 turns, doesn't have the precision such a car deserves. Even before the inevitable comparison, we know a Mini turns in sharper and with greater accuracy than the Alfa. Those of us who remember the brilliant Alfasud's steering will be disappointed, but should not be surprised: this is the first (but not the last) Alfa to adopt electro-hydraulic power steering.

If anything, the now almost abrupt power delivery accentuates the perception of turbo lag below 2500rpm and tap-in isn't as fluent. But there is plenty of mid-range shove and the engine pulls cleanly and quickly to the modest 6500rpm redline, though I suspect confirmed Alfisti would welcome a more rousing exhaust note. Alfa agrees, but says the Mito is at the European limit in terms of sound levels.

Stir the long-throw but still swift-shifting gearbox and the Mito feels close to Cooper S quick - Alfa claims 8.0sec to 100km/h, versus the S's 7.1sec. Gearing is sensibly tall for economy and refinement, but the lower ratios are closely stacked and well chosen.

The suspension set-up sees the addition of a smaller secondary spring inside each damper to reduce roll on rebound. This allows for the fitment of more cushioning main coils and eliminates the need for anti-roll bars. Even on 215/45ZR17 Pirelli P Zero Nero tyres, the ride is very absorbent and superior to that of a Punto. Yet body control is taut, allowing the Mito to be casually flung around so that it seems normal to load up the outside wheels, even through the doughy steering.

The handling is measured and near neutral; the nose-led chassis sensitivity permits some throttle-lift adjustment. Alfa says that at 0.6g, the steering weighting increases even further, adding to the perception that the Mito is on the way to being a computer-simulated drive.

Still, Alfa claims that the complex electronics improve handling and grip, and, in the hands of their best test driver, make the car 10 seconds a lap quicker at the Nürburgring when compared to a Mito without the trick bits. Not that we get the chance to find out, for the electronics can't be completely disengaged. That Q2 diff lifts lateral grip from 0.95g to 1.0g and removes any trace of torque steer. Just remember, for the Mito to perform at its best, you must select dynamic mode.

The Italians now take safety seriously.

Alfa reckons the Mito should rate six stars in NCAP testing - during the design validation stage, the headlights were moved forward, down the nose, to help pedestrian crash protection - and seven airbags are standard. Australia's likely to get a combination of the European Progression and Distinctive trims, ideally with optional sports pack featuring 18-inch alloys.

The Mito - like the new Fiat 500 - doesn't drive quite as well as the styling implies. But if Alfa Romeo matches European pricing, the Mito will sit close to the Peugeot 207 GT and below the Mini Cooper. Given the performance, desirable looks and standard kit, on paper it represents better value for money than both BMW's overpriced baby or the small Pug.

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