Alfa Romeo MiTo TCT 2010 Review

Alfa Romeo MiTo TCT

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MiTo has been begging for an automatic transmission Down Under since launch and now we finally have one -- or is that one better? Alfa's in-house team at Fiat PowerTrain have built a dry-clutch six-speed transmission that's assembled on the same line as its regular six-speed 'box (saving time and money) and is future-proofed to allow an extra cog, longitudinal or transverse installation and all-wheel drive should the need arise. Capable of handling up to 320Nm, the new transmission will also feature in Alfa Romeo's larger Giulietta when it arrives here early in the New Year.

As emission rules grow ever stricter, Alfa Romeo have met the next step of legislative control with Euro 5-capable Multiair petrol engines available on three of the four new MiTo models. These 1.4-litre four-cylinder units feature in all but the entry level offering and boast two turbocharged performance variants with peppy acceleration and respectable fuel economy.

Aiding the cause, switchable Stop-Start technology saves unnecessary fuel use at idle -- stopping the engine until you're ready to set off. But unlike many Stop-Start systems, Alfa Romeo's set up is available in conjunction with an automatic transmission. Bravo!
The new 2011 MiTo line-up will be in showrooms from December 20 and remains priced from under $30,000.

At the lower end, the entry level MiTo three-door hatch scores a (114kW) 1.4-litre turbocharged petrol engine married exclusively to a six-speed manual transmission. Priced from $29,990 the standard MiTo includes 17-inch alloy wheels, power windows, locks and mirrors, cruise control, manual air conditioning, front fog lamps, trip computer and Blue & Me connectivity.

The first of the new TCT-equipped MiTo's, the appropriately named MiTo TCT, is also the first in the 2011 range to be fitted with Stop-Start technology and Alfa Romeo's new Euro 5-compliant Multiair engine. In this instance, the (99kW) 1.4-litre turbocharged petrol engine brings better fuel efficiency and reduced CO2 emissions to the MiTo range. Priced from $31,990, MiTo TCT features a level of equipment aligned with the standard MiTo.

If sporty looks and more mod cons are more your thing, MiTo Sport TCT is just the ticket. Featuring the same powerplant and transmission combination as MiTo TCT, 'Sport' adds alloy kickplates and pedals, a carbon-effect dashboard and a rear spoiler to the equation. Tech-savvy punters will appreciate dual-zone climate control, auto-dimming rear view mirror, rear parking sensors, sports instrumentation and auto wipers, while the style-conscious will admire red painted brake callipers, sporty rear bumper and chrome window garnish. MiTo Sport TCT is available optionally with leather upholstery and is priced from $34,990.

Finally, and at the top of the tree, MiTo QV is offered with a high output (125kW) version of the same 1.4-litre turbocharged petrol mated to a six-speed manual transmission. Fitted with the same features as MiTo Sport TCT, the up-spec hatch adds 18-inch alloy wheels, titanium finish mirrors, window and light surrounds plus obligatory 'QV' badging. MiTo QV is also priced from $34,990.

Optionally, MiTo models are available with metallic paint ($790), leather upholstery ($2500), sunroof ($1950) and synaptic damping control ($1990 -- available on QV models only).

For familiarity's sake, the shifter on TCT models displays a standard P R N D layout with manual (+/-) override activated via a side gate or steering wheel-mounted paddle shifts. The transmission offers three modes for all driving conditions: NORMAL, DNA DYNAMIC and ALL-WEATHER. Further, the transmission 'creeps' when in Drive, just like a traditional hydraulic automatic -- negating the need to apply throttle pressure to engage the clutches and significantly reducing unwanted roll back.

The entry model MiTo continues with a 114kW/230Nm hydraulically tappeted 1.4 turbocharged petrol engine and accelerates from rest to 100km/h in 8.0 seconds. The six-speed manual transmission is the only one available for this variant. Combined fuel economy and CO2 emissions are rated at 6.5L/100km and 153g/km respectively. And while the (114kW) 1.4-litre turbocharged petrol mill found on entry level MiTo remains unchanged from its predecessor, Alfa Romeo have ditched the 88kW version offered when MiTo first went on sale here mid last year.

In its place, new technology Multiair engines featuring the latest electro-hydraulic solenoids that replace traditional cam and valve arrangements. The upshot of this revolutionary development is improved airflow, fuel burn and mixture ratios at all engine speeds (or the precise stoichiometric ratio as it's known) to allow the mill a much wider load range, while at the same time cutting fuel consumption and CO2 emissions.

Available in two model-dependent variants, the 1.4-litre Multiair four-cylinder engines develop as much as 10 per cent more power and 15 per cent more torque over the outgoing model.

MiTo TCT and MiTo Sport TCT feature a 99kW/230Nm version of the clever new unit, good for 0-100km/h times of 8.2 seconds. Alfa Romeo claims a top speed of 207km/h. Both model guises are mated to the new self-shifting TCT transmission, as the model name suggests. Fuel economy averages are just 5.5L/100km and CO2 emissions are rated at 128g/km.

Top-spec MiTo QV scores a 125kW/250Nm version of the same engine, which is good for the run to 100km/h in 7.5 seconds. Fuel use sees QV sip a combined 6.0L/100km while emitting just 139g/km of CO2. The sportier MiTo has a claimed top speed of 219km/h.

Elsewhere, MiTo's mechanical package is essentially unchanged from the previous model, more details of which can be found at our launch review.

What MiTo manages with its stunning yet compact body is a level of accommodation and cargo space that's roomier than most in this segment, even if the driver's seat position is slightly compromised by the lack of range from the steering column's tilt/reach adjustment. The seat itself however is a body-hugging gem.

Again, more details on MiTo's packaging can be found in our original launch story.

The acronym soup familiar to many a reader of sales brochures has not escaped MiTo with VDC, ASR, CBC, DST, ABS, EBD, MSR, HBA and SAHR all included (or in English: stability control, traction control, cornering brake control, oversteer assistance, anti-lock brakes, electronic brake-force distribution, hill brake/start assist and self aligning head restraints).

MiTo is also offered as standard with seven airbags, which includes one for the driver's knee, and emergency stop indicators which activate the hazard lights under aggressive deceleration. Importantly, ANCAP bestows MiTo with the highest possible safety rating of five-stars.

The new Audi A1 lightweight luxo has the same $29,990 entry-level price point as MiTo, has three doors, similar accommodation and equipment levels, and is equally as safe. It also boasts comparable performance credentials and option pricing. Perhaps Alfa's on to something?

Where A1 does step ahead is its more resolute handling, arguably more prestigious badge and a higher degree of on-road refinement -- and when you're forking out $30K for a compact, those are big considerations. Discussing the conundrum among my colleagues we all agreed that A1 has a fraction more pep across the rev range, where MiTo takes a moment to gather a gallop.

Of course styling is subjective, and depending on your taste this pair could be perceived as polar opposites. For this writer, the MiTo wins for its sculpture, rounded lines and discreet nuances lacking in the squarer, harsher A1.

However, if it's not all about style, and practicality is begging, Volkswagen's Polo presents a better option with more range available across a broader (and cheaper) price spectrum. There's also the advantage of a diesel option.

The Citroen DS3 too is a little groover and would probably round up MiTo through tight bends, at least in DSport guise. However, both it and MiTo have noticeable NVH issues.

MINI Cooper is quite the all rounder, and has a slight performance advantage where Cooper S is concerned. But it lacks the rear legroom of MiTo and, if we're honest, its retro looks are starting to date, despite a recent facelift.

That leaves the Renault Clio, and with performance orientated models the only ones on offer, it's too expensive for most, despite being an awesome little package.

Driving MiTo Sport TCT at launch (the only derivative offered) we were faced with Sydney's gamut of stop-start traffic, perfect for trialling MiTo's new Stop-Start system. Quick to engage, Alfa Romeo's Stop-Start technology is clever enough to know when you're on a hill, need the air conditioning or if the engine has reached its optimum operating temperature and remain running. Similarly, on start up, the engine can be summoned to life by tapping either steering wheel mounted paddle (+/-) in anticipation of a green light or simply by reapplying the throttle.

Unfortunately for MiTo's new TCT transmission the inner-city drive did highlight some shortcomings. It has a propensity to dawdle from standstill when the transmission is placed in NORMAL mode, as well as an evident 'clunk' when releasing throttle pressure whilst coasting. Sadly, both are typical dual-clutch traits.

But this lack of refinement in stop-start traffic is duly compensated for in DNA DYNAMIC mode. And when combined with manual override on a flowing country road, the transmission shifts with remarkable tempo and aggressive poise. Making the most of its 99kW/230Nm, the TCT transmission keeps MiTo in its optimal rev range with near CVT levels of precision, the tacho rarely dipping below 4000rpm when driven with vigour.

Grip levels are acceptable, but not brilliant, some newer rivals' electronic differentials showing more tenacity in demanding conditions than MiTo's Electronic Q2 system (when cornering, the system simulates the presence of a self-locking differential by applying braking pressure to the inside wheel). That said the handling doesn't disappoint.

Steering too is a highlight with feedback decidedly European. In DNA DYNAMIC mode the wheel stiffens for increased communication. To counter some of the lift-off oversteer encountered in earlier iterations, Alfa Romeo have now equipped MiTo's electronic tiller with a Dynamic Steering Torque function that helps maintain vehicle control by making small corrections automatically and ensuring the stability control system intervenes unobtrusively.

For all its poise and Italian good looks MiTo is a little raucous on the open road with wind and tyre noise quite evident at freeway speeds. It might be a trivial issue to some, but considering its prestige label we'd want better. The suspension tune is also quite firm and on rough inner city streets quickly becomes bothersome.

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