Alfa Romeo MiTo 2009 Review

Alfa Romeo MiTo

Not so much
>> Compromised seating position
>> Gearshift feel
>> GTA version not available yet

Overall rating: 4.0/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 5.0/5.0

About our ratings

OVERVIEW

That is one of the reasons why the Italian company hasn't been able to establish the same sort of market and reputation as its German rivals but things are changing rapidly and the new MiTo is designed to break down barriers and open up Alfa Romeo to a new generation of buyers. With looks inspired by the gorgeous 8C Competizione, dynamics aimed at outrunning the MINI Cooper (with pricing to match) and build quality better than ever before, the MiTo could herald the start of a new era for the brand.

And the early signs are good. The brand's Australian importer, Ateco Automotive, has reported the first four months' supply has been sold out.

PRICE AND EQUIPMENT

The regular MiTo is fitted with an 88kW 1.4-litre turbocharged petrol engine and five-speed manual gearbox driving through the front wheels. The standard equipment list includes the company's Q2 electronic limited slip differential with 'DNA' controls, 16-inch alloy wheels, air-conditioning, rear fog lights, leather steering wheel with audio controls, keyless entry and LED taillights.

Opting for the MiTo Sport adds a 114kW version of the same 1.4 turbo engine mated to a six-speed manual gearbox, while adding larger 17-inch alloys, Brembo brakes, front fog lights, metal sports pedals, sill plates, rear spoiler, sports rear bumper, twin exhaust pipes, rain sensing wipers, dual-zone climate control and Alfa's Blue and Me phone system.

Options for both cars include leather seats, sunroof and metallic paint. Customisation options include three different 18-inch wheel designs, a variety of head and taillight surrounds, chrome and black rear view mirrors and three different decal options using classic Alfa Romeo images; the Cloverleaf and the cross and serpent logo. Both models are also fitted with a variety of passive and active safety features (see SAFETY).

The regular MiTo is priced from $31,490 (price guide not including statutory and government charges) and the Sport starts at $37,490.

MECHANICAL

The first of two party pieces in the MiTo drivetrain is the electronic Q2 diff which works in the same way a limited slip unit does. In basic terms the Q2 uses the braking system to maintain optimal traction when cornering hard or in low grip conditions. That means, for example, when accelerating out of a bend the Q2 can apply the brakes to the inner wheel to limit wheelspin and maximise traction of the outer wheel.

The second key aspect of the MiTo's mechanical package is the 'DNA' system which allows the driver to select different modes of tune for the car's engine and chassis. The initials stand for Dynamic, Normal and All-Weather and allow the driver to customise the car to best suit the road conditions and is similar to the manettino dial used by Ferrari. The DNA is adjusted by a switch mounted on the centre console next to the gearshift.

Selecting the Dynamic mode increases the responsiveness of the steering and throttle and adjusts the car's electronic stability control to give the driver more freedom. Dynamic mode also allows access to an overboost function that provides an extra 10 per cent more power and torque when the car is on full throttle.

Normal is designed for daily use, while the All-Weather mode has been developed for low grip conditions such as heavy rain, snow and loose surfaces. In All-Weather mode the traction control is at its most sensitive, but keeps the steering and throttle responsiveness in normal settings.

Keeping the MiTo on the road is a familiar suspension set-up from the Fiat Group. At the front is a MacPherson layout while the rear uses a semi-independent layout with torsion beams. Rebound springs fitted inside the shocks are deployed to keep the ride firm and flat but compliant at the same time.

While both cars use the same suspension system, the brakes are different. Both models are stopped by 305mm x 28mm ventilated discs at the front and 215mm x 10mm solid discs at the rear. The Sport, though, gets higher quality four-piston Brembo calipers to clamp the front discs.

PACKAGING

Design is, of course, subjective but it's hard not to find the MiTo a good looking small car. Because the MiTo is designed strictly as a three-door model (the forthcoming Milano will fill the five-door hatch spot in the line-up), the designers have been able to take an uncompromising approach to making the MiTo look as close to the 8C as possible.

Dimensionally the MiTo is slightly larger in every aspect to its archrival, the MINI Cooper. It is 367mm longer, 37mm wider and 39mm taller as well as having a 44mm longer wheelbase. The Alfa also has an advantage in both front and rear track, 24mm and 8mm respectively. This extra space doesn't seem noticeable from the outside, as the MiTo still looks like a small A-segment car. Where you do notice the extra room is inside the MiTo. The cabin feels more spacious, the rear seats are more practical and the boot is 110-litres larger than its Anglo-German nemesis.

SAFETY

All the usual active safety suspects make an appearance including antilock brakes with electronic brakeforce distribution plus stability (VSC) and traction control (ASR). There are also some new acronyms including CBC (Cornering Brake Control), DST (Dynamic Steering Torque) and HBA (Hydraulic Braking Assistance) with Hill-holder.

On the passive safety side, both variants of the MiTo are equipped with seven-airbags as standard; driver and passenger front, side, curtain and driver's knee. A system called Air-Bag Smart 2 is also standard on both cars and automatically detects the severity of a frontal impact and adjusts the airbag deployment accordingly. The system also adjusts the seatbelt pretensioners.

Controlling all the various systems are two programs, CSA (Crash Severity Algorithm) and ECS (Early Crash Sensor). These two programs are fed information from a variety of sensors throughout the car and work in tandem to deploy each system in the correct time and order. As such, the MiTo has achieved a five-star Euro NCAP safety rating.

One interesting addition in the MiTo glovebox is an alcohol breath testing kit. The chemical kit comes standard in both models and is a clever and valuable addition and earns the Alfa bonus points in our books.

COMPETITORS

And given the standard equipment and pricing of the MiTo, the MINI could have its biggest challenger yet. It was implied the MINI has become stale and is locked into its current design, leaving the MiTo more freedom and room to evolve. Sounds like fighting words to us...

But Alfa Romeo also needs to worry about some other important offerings from rival brands. Audi has the A3, BMW the 1 Series, Mercedes-Benz the A Class and Volvo the C30.

One big problem Ateco could face is getting a large enough supply of cars. Given the popularity of the MiTo in Europe, Fiat's plans to introduce the car to the US market next year and the limited size of the Australian market, it may leave the MiTo being too popular for its own good.

ON THE ROAD

They may sound like unlikely and intangible qualities but talk to any Alfa Romeo owner and they will agree that these qualities are what have set the marque's cars apart. You could always live with the problems because eventually you would find a nice stretch of road and the Alfa would tackle it with the dynamics and character you expected in much more expensive cars.

Think of the Alfetta, GTV6 and Alfasud and you have three dynamically outstanding cars that were equal to or better than anything on offer in their time.

At this point I must confess to bias as a former Alfa Romeo owner. My first car was a 1982 Alfasud and my second a 1988 75 with a 2.5-litre V6. They were both unreliable and frustrating cars to own much of the time, but they were also two of the most rewarding cars I have ever driven. The 'Sud in particular had one of the best front-wheel drive chassis in its day and it still holds up today against many of the modern hot hatch brigade.

That said, my more recent drives in the current generation of Alfas have left me a bit cold. They lack the character and flair the older cars had. They may be a car you can buy with your head, but they don't set the heart racing. So the biggest question facing the MiTo is, can it rediscover that old Alfa magic?

The launch drive program took us from the Sydney CBD up the famed Old Pacific Highway into the Hunter Valley. That meant tackling the twists, dips and sweeps of the Old Road before getting onto the faster, more flowing roads that take you into the Hunter. In other words, the perfect roads to test the MiTo's credentials.

The outward-bound journey was tackled in the base spec model and despite its position as the entry level car it impressed with its performance. Around town at low revs the engine was quiet and refined but once we hit the open road and gave it some more throttle it came alive with a beautiful note. The meat of the power and torque was available between 2000-4500rpm, and leaving the engine there gave the best pull as we tackled the twists and turns of the Old Pacific Highway. Some open stretches gave us a chance to explore the engine's limits and it became apparent that it runs out of steam at 6000revs; just before the redline begins.

The manual gearbox is direct with nice short throws but the action lacks the same pleasant, mechanical feel found in the MINI. The lack of sixth gear wasn't a problem on the freeway with the engine running smoothly.

Dynamically the MiTo impresses with its steering and suspension. Although the steering feels light in 'Normal' mode -- which is ideal for urban driving -- switching the DNA system to 'Dynamic' sharpens it up and gives it a more direct feel and good feedback when pressing on in the corners.

There is no question the MiTo feels the bumps and ruts in the road more acutely than bigger, longer cars but it is not an uncomfortable ride by any stretch. In fact, it feels more compliant than the MINI, possibly due to its slightly longer wheelbase. In fairness to the Cooper we should reserve final judgment until we do a back-to-back comparison. All up the suspension is a good trade-off between everyday comfort and hot hatch motoring.

The brakes impressed too, on both models. The regular MiTo stoppers emitted some odor but never felt anything but strong throughout 200km of hard driving.

What impresses most during spirited driving, however, was the Q2 differential. Despite powering hard out of tight bends it was hard to induce understeer thanks to the electronics' involvement. If you are paying attention it's hard to miss it stepping in to lend a hand but unless you are Michael Schumacher you won't find it intrusive. It also means the VDC and traction control have much higher thresholds before jumping in and this ultimately gives the MiTo an advantage over the competition.

The Sport model felt exactly as expected on the return journey; a bit stiffer and tighter in every department. The extra power made a noticeable difference, the same midrange punch was there, but the engine was able to rev hard all the way to the 6500rpm redline with extra thrust to match. It sounded better too. Thanks to the extra grunt the addition of a sixth gear is useful. It gives greater flexibility in the twisty stuff and top gear was handy on the freeway.

Not surprisingly given the bigger wheels and tyres the ride was firmer but not dramatically so. The extra grip and responsiveness certainly made up for the slightly harder ride over the bumps and the four-pot Brembos grabbed harder too.

As good as the car's performance and handling is the MiTo feels just as good in the cabin. The same swooping style that defines the exterior is carried over to the interior. Four round air-conditioning outlets and the twin-binnacle cover sees the dash flowing from one side to the other.

The dashboard is dominated by four dials -- tacho, speedo, fuel and water temperature -- illuminated in red in the base model and white in the Sport. In keeping with Alfa Romeo tradition the labels on the dials are left in Italian; a nice touch. The rest of the controls are well laid out and simple to use. Importantly for a lot of buyers in the demographic Ateco is chasing the new audio system is compatible with iPods for the first time.

Seats in both models are supportive and comfortable. The cloth trim in the base looks nice while the upgraded seats in the Sport come complete with stitched Alfa Romeo logos which adds another nice touch.

One minor disappointment was this author's inability to find his ideal driving position; something that isn't a problem in the MINI. Despite the steering wheel being adjustable for height and reach and a fully adjustable seat, I was unable to get things just right. Still, it wasn't much of a compromise and certainly not as bad as Alfas of years past.

All up, both the regular MiTo and Sport models prove very worthy adversaries for the MINI and we look forward to pitting them head-to-head sometime in the near future. More importantly, the MiTo represents a new start for Alfa Romeo. The next four years will see the introduction of the Milano (147 replacement), Giulia (159 replacement) and '169' (166 replacement) and if this is a sign of things to come then the Italian brand is on the right track.

So has MiTo rediscovered the old Alfa magic? The answer is a resounding yes.

With the MiTo there is none of that compromise between character and quality that have previously defined Alfa Romeos. And that makes it a very, very good car. It is, in fact, the first Alfa Romeo you can buy that satisfies the heart as much the head.

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