Alfa Romeo MiTo QV v Holden Barina RS 2014 Comparison

The QV in ‘Alfa Romeo MiTo QV’ stands for quadrifoglio verde, Italian for ‘green four-leaf clover’. It first adorned an Alfa Romeo in 1923 (Ugo Sivocci taking it to a win in the Targa Florio), but is best known for adorning the dominant Alfetta 158/159 Grand Prix cars that won the first two Formula One Drivers’ Championships.

Moving towards the Holden Barina, the RS badge seems misplaced. It’s a first on a Holden, but given RS usually serves to stand for Rallye Sport Fords or Renn Sport Porsches, it is – to me at least – an odd use of the designation.

Regardless, both of these vehicles represent the pinnacle of their product line… but can they live up to the badge hype?

While grunty, the MiTo QV is also efficient, returning 6.0L/100km on the ADR Combined cycle, although this is 0.5L/100km thirstier than the base model.

The power is transferred via a six-speed manual gearbox to the front wheels. There’s unique titanium-finish 18-inch alloy wheels all-’round, fitted with 215/40-series Pirelli P Zero Nero rubber. Adaptive damping adjusts to road conditions and four-piston Brembo brake calipers are fitted up-front, the latter clamping larger 305mm rotors.

Outside the QV gains a twin exhaust outlet and ‘titanio grey’ frames to headlights, taillights and mirrors.

Inside there’s a new flat-bottomed leather multi-function steering wheel with white stitching. The leather-and-white theme continues on the handbrake lever boot and gear shifter, while the sport seats are uniquely trimmed. There’s a carbon look to the door mats, dash board and QV-emblazoned aluminium kick plates, too.

The QV benefits from the regular MiTo’s expansive safety list, a list that sees the MiTo score a five-star ANCAP safety rating. It includes two-stage driver and passenger airbags along with airbags to the front side, curtain and driver’s knee. It uses the Q2 electronic differential, has traction control, stability control and anti-lock brakes with electronic brake-force distribution.

For the MiTo QV grade, rear parking sensors are also standard.

Alfa Romeo offers a three-year / 150,000km roadside assistance package for the MiTo and a three-year / 100,000km warranty is standard. There is no capped-price servicing program offered.

Pricing for the Alfa MiTo QV commences at $30,500 (plus on-road costs). The tested vehicle is also fitted with the leather trim and sunroof pack, adding an additional $3000.

For the (five-door only) RS tested herewith, Holden has fitted the 1.4-litre turbocharged four-cylinder petrol engine, as seen in the Trax LTZ and previous-generation Cruze SRi.

It sends 103kW at a lazy 4900rpm and 200Nm at only 1850rpm to the front wheels, improvements of 18kW and 55Nm over the 1.6-litre naturally-aspirated Barina CDX.

There’s a six-speed manual available, but the tested variant houses a six-speed automatic gearbox. Either transmission consumes fuel at the rate of 6.5L/100km (ADR Combined).

The Barina RS rides on unique 17-inch alloys and is fitted with 205/50-series rubber, Continental Premium Contacts in this case, covering four-wheel discs where the stock Barina uses drums at rear.

The RS also gains a model-specific body kit including rear spoiler, side skirts and black exterior mirrors. RS sport floor mats, alloy pedals, leather-appointed trim and sports steering wheel further differentiate the hottest Barina.

The Barina scores a five-star ANCAP safety rating with front and side impact airbags for driver and front passenger, and full-length side curtain airbags. Electronic stability control incorporates traction control and anti-lock brakes with electronic brake-force distribution and brake assist.

Holden’s capped-price servicing program includes the Barina RS. The owner is covered for the first four standard services, spanning three years or 60,000km, whichever comes first. There’s also a complimentary three-month / 3000km inspection thrown in.

A three-year / 100,000km warranty is standard and one year’s standard roadside assist is complimentary.

You can nab a Barina RS for $21,390 (plus ORCs in manual form, with the auto adding $2200), giving the tested auto a price of $23,590 (plus ORCs) – almost $10,000 less than the MiTo...

Why, for example, was the sunroof rubber on the MiTo already split?

And why did the fuel filler flap not fit snugly?

And why did the window rubbers scrape against the glass?

Besides these issues, the MiTo QV does give off an aura befitting of the price difference. The woven-carbon-look dash-top fabric beats hard plastic any day of the week, and the leather trim and major controls have pleasing tactility.

Unsurprisingly the Barina RS looks and feels lower rent. But perhaps the single biggest issue for the automatic model is that ‘manual’ shifts are accessed via a switch on the side of the shifter. It takes you back to joystick-based computer games of the 1980s – no paddles, fine, but why not a simple sequential gate?

The spec level is also curious, with seat heating standard but only single-zone climate control, and a sizable MMI touchscreen but no sat-nav...

However, the Holden does win points with its pleasing headroom, decent enough driving position and comfortable seats; it’s only on the last of these points that the Alfa is a match.

In fact, the Alfa’s driving position, with the wheel tilted away, its slightly offset pedals and a lack of headroom with the sunroof installed, is simply not good enough in 2014, but it’s been an Alfa issue for generations and the MiTo (still) suffers as a result.

In ‘Natural’ driving mode (one of three selectable modes in the MiTo QV), there’s a dulled throttle response but economical and smooth performance, while a shift to ‘Dynamic’ reveals the full power and torque figures, accompanied by an impressive snarl and real, torque-rich flexibility.

The six-speed gearshift can be indecisive until familiarity tells you not to rush, and is well-matched to the engine’s delivery. As tested, and on roads that befit this genre of hatch, the MiTo QV consumed 9.2L/100km.

Switching to the Holden reveals a lethargic motor that feels naturally-aspirated in its delivery, despite it also sounding eager. As it hits its torque peak it gives the sensation a surge will occur, but instead it plateaus, and at high revs through the gears, there’s a momentary lapse in acceleration, the turbo falling off the boil.

Even though the transmission is reasonably geared and shifts well in auto mode, it can’t really compensate for this lapse. Shifting in manual mode can assist with engine braking on change-down, but adds little benefit on up-shifts.

The Barina RS also requires more throttle more of the time, and the resultant tested fuel consumption of 10.1L/100km is a fair chunk off the manufacturer’s claim, and even further off the Alfa in real-world terms.

It starts with the better driving position, but is furthered with more natural steering response from the electrically-assisted system. The Barina RS rides well and although some bodyroll is evident, it is a lack of relative tyre grip rather than any chassis issues that reveals itself first, with a gentle understeer.

There’s also no torque steer under power; the average engine delivery no doubt assisting here; and the brakes are feelsome throughout the pedal’s travel.

Where the Barina RS jives across multiple bumps, the MiTo QV jolts, and it’s a hard enough sensation to pull the steering wheel from your grasp at times. Add some throttle and steering lock into the mix, and you are never sure the Alfa will continue to point in your intended direction.

On smoother surfaces the Alfa’s chassis reveals solid grip levels, helped no doubt by its tyres, and braking is solid despite the pedal needing a fair stab to initiate stopping.

If you could separate the damping and steering from the throttle mapping, to give maximum grunt without the artificially sharp and heavy steering and jarring ride, the MiTo would be more fun to punt.

As it stands though, it’s wise to wait for straight lines (or billiard-smooth tarmac) to depress the right pedal in the Alfa.

In truth, neither lives up to its badge heritage, but that seems to matter more to enthusiasts than the general public, and the marketers who cater to it.

The Barina RS is more practical, being a five-door hatch that you probably wouldn’t park too far away from the door to the shops. The MiTo QV owner, meanwhile, may care more about the supermarket car park crash and bash.

If you want style, character and panache, then it’s a no-brainer: you’d pick the Alfa every time. But if you want a warm hatch experience that delivers (more) dynamically, and is cheaper to purchase and to run, then the Barina RS makes far more sense.

But please look at a Ford Fiesta ST or Polo GTI before buying either.

It’s a decision that divides the camp, but this writer’s conclusion is simple: The Alfa is not the best part of $10K superior to the Holden... despite appearances.