One of the makes that has led this revival is Alfa Romeo, which, in recent years, has shaken off the badge engineering of the initial period after the Fiat takeover to regain the style and individuality beloved of red-blooded alfisti. No model represents this trend better than the 147, with its classic front-end modelled on that of the 6C 2500 of 1949.
Launched initially as a three-door hatchback with either a 1,6-litre Twin Spark fur-cylinder mated with a five-speed manual gearbox, or a 2,0-litre TS with an F1-style Selespeed transmission, the model is now also available in five-door guise.
As with the 156, the two extra doors feature handles integrated into the side window surrounds, enabling the car to maintain its coupŽ look while providing the upgraded passenger access. Up front, the model retains the elegant sculpted aluminium door handles that are becoming a standard styling cue on all modern Alfas. Although the new bodyshell’s profile is slightly different to the 3-door, overall the car has a similar purposeful look, accentuated in the case of two-litre versions by 16-inch alloy wheels shod with 205/55 rubber that fill the wheelarches.
Under the sculpted bonnet is Alfa’s interpretation of Fiat’s two-litre four-cylinder, featuring the marque’s trademark twin spark head and four valves per cylinder. Outputs of the multipoint electronic injection unit are a sporty 110 kW at 6 300 (with the red line at a heady 7 000) and 181 N.m at 3 800. The test unit featured the five-speed manual transmission, with fairly performance-oriented overall gearing of 32,34 km/h in top.
The sporty character continues in the suspension which, as in the three-door, features a classic unequal-length double-wishbone-and-coils set-up in front, with spring-strut units at the back. Braking is by ventilated discs in front and solid discs at the rear. All 147 models feature ABS with electronic brake distribution (EBD) and anti-slip regulation (ASR). Two-litre models also have vehicle dynamic control (VDC).
Inside, two-litre Twin Spark models now offer leather seats, cruise control and a front-loading CD player. Standard on all models are six airbags (made up of units for driver and front passenger, and side and window ‘bags). Front seatbelts have height-adjustable upper mounting points, pretensioners and load-limiters. The interior is sombre, with black hide on the seats and elephant-hide finish on the facia. Finish is reasonable, but not up to the standards of a Golf or BMW Compact.
The darkness is offset by an aluminium face on the centre hang-down section, which accommodates the sound system and ventilation modules. Both radio and air-con feature quirky controls that require consultation of the handbook, but, once one is used to them, they work well enough. Unlike some other Euro designs, there’s no remote control for the radio.
The front chairs are comfy and supportive (though the test car’s driver’s seat tended to squeak when loaded-up in vigorous cornering), and feature a full range of adjustment. With the rake-and-reach-adjustable steering column, there’s no reason why any driver shouldn’t find an ideal position Ð a far cry from the short legs/long arms physique required to get comfortable in Alfas of yore.
There’s also surprisingly good legroom in the rear, making the 147 a comfortable four-seater, and the split rear seatbacks fold down in usual fashion to extend the load area. But back to the driver, for he or she, as you’d expect of an Alfa, is the centre of focus. The major controls are nicely positioned, with the stubby console-mounted gearlever falling nicely to hand. But the instruments are woeful: hooded in the Alfa tradition, the units in the two-litre feature white-on-black dials (unlike the white faces of the 1,6 we tested) that are virtually unreadable in some conditions. On bright days the problem is exacerbated by reflections on the glass. Twist the key, and the motor churns into life, idling with a sporty burble that is very Alfa. Dab the pedal and there’s more sweet music…
Out on the road, the car simply panders to the senses. In addition to the aural delights, which become even more heady as the engine spins towards its 7 000 r/min red line (and cutout), the view over the sculpted bonnet, the quick movements of the high-geared (2,2 turns lock-to-lock) steering and the sensations transferred through the suspension to the seat of the pants make for exciting, almost breathless progress.
There are downsides, of course: the fast steering makes for fidgetiness over bumps, the suspension can be noisy, and the taut ride can switch to a shudder that pervades the whole structure on transverse ridges. But handling is top drawer, the steering absolutely precise, providing a feel reminiscent of Alfas of days gone by. Push the car very hard, and slight understeer will set in, but it’s easily, and satisfyingly, controlled with the throttle.
Sadly, all this verve doesn’t translate into impressive performance figures. The test car, with a little over 3 000 km on the odo but already having had a pretty hard life, judging by the condition of the bodywork and underside, took just over 10 seconds for the zero to 100 km/h sprint, completed the kilometre in 31,54 seconds, and went on to top out at 207 km/h. Pretty reasonable figures, but no match for the current Golf GTI, which we believe many potential buyers will see as an alternative.
In line with the car’s sporty feel, the ABS-modulated brakes are superb, both in normal use and in our 10-stop standard test routine, which resulted in an average 100-to-zero time of 2,99 seconds. Fuel thirst is reasonable, our index working out at 9,95, which would give a range of just on 600 km on a 60-litre tank.
