ON THE ROAD
Performance
The Vantage is powered by a 4.3-litre V8 that generates 380bhp - enough for 0-60mph in just 4.9 seconds. However, mid-range response is a little disappointing, so be prepared to rev it. Buyers can choose between a six-speed paddle-operated gearbox and a conventional six-speed manual.
Ride & handling
The Vantage has lost some body rigidity with its roof, but wobbles are kept to a minimum and it handles well. The ride is surprisingly supple, yet the car seems to sit down as the speed rises, feeling agile and composed. The steering is weighty and accurate, too, but the manual car's heavy clutch can be tiring in town.
Refinement
A big part of the Vantage coupe's appeal is the noise it makes, and the Roadster sounds even better when the hood is down. The engine is quite subdued when cruising, but crack open the throttle and there's a glorious growl that you won't be able to resist provoking. Road and wind noise are well contained, although there's a bit of buffeting with the roof down
OWNERSHIP
Buying & owning
The Vantage is meant to be an everyday supercar, like the Porsche 911 - albeit a more exclusive one - so Aston Martin promises maintenance bills will be similar. It costs more than the Porsche to buy, though, and drinks fuel at a greater rate. Resale values will be strong.
Quality & reliability
If the V8 Vantage is to succeed, buyers need to be confident it won't let them down. Aston promises that has all been taken care of, but our reader reviews suggest there can be problems. The cabin looks great, although some of the switchgear is borrowed from Ford Group products.
Safety & security
The Vantage comes with stability control, electronic brakeforce distribution and twin front and side airbags, but it's slightly disappointing that there are no curtain airbags. A tracking system to help trace the car if it is stolen is optional.
IN THE CABIN
Behind the wheel
The seats are powered and grip you tightly, and the steering wheel moves two ways, so it's easy enough to make yourself comfortable. However, forward visibility is a bit restricted. If you load your Vantage up with options, there are lots of small switches that are hard to tell apart at a glance.
Space & practicality
The Vantage is a two-seater that gives occupants plenty of leg- and shoulder room, but there isn't much space for oddments in the cabin. Some practicality has been sacrificed with the roof, too, because the boot is half the size of the coupe's. There's space for a couple of soft bags, but anything more is a struggle.
Equipment
Leather upholstery, climate control, a six-disc CD multichanger, 18-inch alloy wheels and a fully electric roof all come as standard. However, satellite-navigation, an in-car telephone, cruise control and bigger wheels will cost you extra. Essentially, you can personalise the Vantage however you want and Aston Martin will make it in any colour you can think of.
Car Reviews From What Car
Aston Martin Vantage Roadster
Aston Martin Vantage Coupe
ON THE ROAD
Performance
An Aston Martin with a 4.3-litre V8 sounds exciting, doesn't it? The noise when you hear when you push the starter button even more. The fact is, though, the Vantage doesn't feel as devastatingly quick as you would expect, and it is not all that flexible either.
Ride & handling
The Vantage is much more fun to drive than the DB9. It's agile and pointy in bends, and grip is immense. The ride is firm, but forgiving enough to take the edge of bigger bumps.
Refinement
Aston has done a great job of isolating road noise on most surfaces, and there’s little wind disturbance within UK speed limits. As for the engine, it’s a background murmur when cruising, but crack open the throttle and a metallic timbre rises to a glorious growl that you won’t be able to resist provoking
OWNERSHIP
Buying & owning
The Vantage is meant to be an everyday supercar, like the Porsche 911 – albeit a more exclusive one – so Aston promises maintenance bills will be similar. It costs more than a Porsche to buy, and it drinks fuel at a greater rate, however. Residual values are about the same as a 911's.
Quality & reliability
If the V8 Vantage is to succeed as an everyday supercar, buyers need to be sure it won’t let them down. Aston Martin says reliability won't be a problem but although most of the cabin looks great, some of the switchgear is too similar to cheaper Ford Group models, and the build quality isn't up to Porsche 911 standards.
Safety & security
It’s slightly disappointing to find that there are no curtain airbags in the Vantage. Electronic safety aids include stability control and electronic brakeforce distribution. A Tracker system to help trace the car should it be stolen is optional rather than standard
IN THE CABIN
Behind the wheel
The grippy leather seats are powered, the steering wheel moves two ways and the front and rear windscreens afford a decent forward and rearward view. Angled junctions are another matter – you simply can’t see a thing. If you choose to load your Vantage up with optional equipment, there are lots of small, identical switches that aren’t easy to identify.
Space & practicality
The Vantage is a two-seat hatchback. Its 300-litre boot is big enough for two sets of golf clubs, and there’s a foldaway parcel shelf. More luggage fits on a ledge behind the two seats. The cabin is snug – occupants sit well towards the centre of the car – and there’s not much space for oddments.
Equipment
Leather upholstery, climate control, a six-CD multichanger, 18-inch alloy wheels and electrically adjustable seats come as standard. However, if you want to have satellite-navigation, an in-car telephone, cruise control or bigger wheels, they will cost you extra. In effect, though, you can personalise the Vantage however you want – Astons are still hand-built.
Car Reviews From What Car
Aston Martin DBS Coupe
ON THE ROAD
Performance
The DBS's 512bhp from its V12 engine doesn't tell you half of the story. Carbonfibre body panels and carbon ceramic brakes save weight, helping towards the awesome performance from as little as 2500rpm. Say goodbye to 62mph in 4.3secs, while the top speed is a rather naughty 191mph.
Ride & handling
The trouble with so many sporting cars, GTs included, is the rock-hard ride. Not the DBS. This car manages the rare feat of riding the bumps rather well, yet still providing secure, enjoyable handling. The traction control could work a little sooner to prevent wheel spin (even in third gear) on damp roads, but otherwise there’s plenty of feel through the steering and the car feels more nimble than its size suggests.
Refinement
A great GT must be capable of covering vast distances quickly, while making those on board feel cosseted all the way – the DBS does exactly that. Once the excitement of the initial bark of the V12 engine dies away, and when the car is cruising comfortably, there’s little engine or wind noise to disturb, just the gentle rumble from those massive tyres. But for frequent fuel stops, you'll cross continents in comfort
OWNERSHIP
Buying & owning
First things first, this is an awful lot of cash for a car – even one of the DBS’s talents. Perhaps what makes the asking price slightly more difficult is that the DBS is based on the much, much cheaper DB9. Sure, there have been no end of clever (and no doubt expensive) tweaks that transform the car, but it’s still a lot more to pay for a very similar car. Running costs will be what you’d expect from a car with 'supercar' status – simply high.
Quality & reliability
The 'Handbuilt in England' inscription on the kickplates as you open the door says it all. This is a modern, British interior using the finest materials in a super-stylish design. It’s all incredibly cool. The exterior is similarly well-appointed. Even the carbonfibre body panels (front wings and bonnet included) are beautifully painted and fitted. As long as your Aston is suitably cared for, it should easily make it to classic status eventually.
Safety & security
For your money you get the expected electronic gadgetry to keep the car on the road (although we’d like the traction control to be a little more proactive – the car will slide a little too much if too much power is applied on a damp road), but unless you opt for the sports seats, you'll only get two front airbags. The sports seats add side 'bags, but there’s still no sign of head airbags. A security tracking system comes as standard.
IN THE CABIN
Behind the wheel
Approach the DBS at night, plip the remote and the cabin is bathed in a gentle blue light – making the beautifully styled leather interior look all the more inviting. There's plenty of bare aluminium, including the gearlever, which gets all too cold on a winter's morning, while the metallic theme is followed through to the chronograph-inspired dash. The driving position is spot on, but we'd rather have an electronic handbrake than the old-fashioned lever to the right of the driver's seat.
Space & practicality
If your DBS is the inspiration for a motoring holiday, pack light. The boot will, of course, take your golf clubs, but squashy bags are more sensible than hard cases. The plus two seats in the back of the DB9 have been removed (more weight saving) to make way for more luggage space, but this isn’t exactly a commodious car. Accommodation for driver and passenger is just fine, though.
Equipment
In addition to a pretty impressive stereo system, which can be set up to control your iPod, the DBS comes with a Volvo-sourced navigation system and Bluetooth for your mobile phone. Plus there’s the expected climate control to keep you cool (or warm). The fancy key system still needs to be inserted into the dash and pushed to start the engine (adding to the drama) but we’d rather see a keyless system that enabled you to open the doors without plipping the button
Car Reviews From What Car
Aston Martin DB9 Volante
ON THE ROAD
Performance
The Volante is powered by a 470bhp V12 that pulls like a train at low revs and has 443lb ft of pulling strength on tap to make overtaking effortless. Buyers can choose from a six-speed manual gearbox or a six-speed automatic with manual override. This swaps ratios smoothly, but feels a little flat-footed when you want to push on.
Ride & handling
On smooth, fast roads the Volante feels composed and grippy, but throw in some surface variations and it fidgets. In addition, while the ride is more forgiving than the coupé’s, bumps and broken surfaces cause shudders through the steering wheel.
Refinement
The Italians aren’t alone in making fabulous-sounding 12-cylinder engines. The Aston sounds as good as any and, with the roof down, there’s less to separate you from the glorious howl it emits under acceleration. The 19-inch wheels kick up road noise, but wind buffeting isn’t a problem
OWNERSHIP
Buying & owning
The UK will get about a third of the 2200 DB9s made each year, of which half will be Volantes. That means it will be an exclusive beast and residuals should be strong. Naturally, the Aston will be costly to run, but buyers expect that. What might irritate is the touring range of less than 200 miles.
Quality & reliability
Aston’s V12 engine has proved itself in the DB9 coupé and Vanquish, although some strange warning messages flashed up during our test. The gearboxes should also be reliable. The cabin looks great, but some of the materials used and the standard of fit and finish is a disappointment in places.
Safety & security
Volvo helped Aston develop the DB9, and it has a full range of electronic traction and braking aids, plus four airbags. In the event of a rollover, the front screen can take twice the car’s weight, and protection hoops pop up behind the rear head restraints. A security tracker system is fitted.
IN THE CABIN
Behind the wheel
The dash is covered with matt wood and aluminium, while the rest of the cabin is trimmed with leather and carpet. The front seats are fully adjustable and superbly supportive. Forward visibility is fine but the rear window is miniscule, which makes reversing a matter of faith with the roof up. Minor dash switches are also small and difficult to read.
Space & practicality
The Volante retains the back seats of the hard-top DB9, but don’t go thinking these can comfortably accommodate people. With a couple of average-sized adults up front, rear legroom is virtually non-existent. You’re better off using the space for luggage that the smallish boot can’t swallow, although the backrests don’t fold flat to extend the luggage bay.
Equipment
As you would expect, given the price tag, climate control, powered seat adjustment, satellite-navigation and a terrific stereo are all standard. This still leaves the DB9 missing some luxury kit that is fitted to cheaper rivals, such as the Mercedes SL55AMG. However, for a price, Aston will happily customise the car with any extra you can think of
Car Reviews From What Car
Aston Martin DB9 Coupe
ON THE ROAD
Performance
The V12 develops 470bhp, but it’s the almost diesel-like pull from low revs that impresses most. The DB9 is now available with either a manual gearbox or a six-speed auto that also functions as a paddle-shift manual. This is not a success – it’s acceptable in auto mode at medium speeds, but press on harder and it changes gear too slowly.
Ride & handling
The steering is too heavy and shudders as you go from lock to lock. The DB9 is at its best on flat, smooth A-roads, where it is composed and grippy. It becomes unruly on anything bumpier, and the traction control is called into use too easily. The ride is on the sharp side of firm, even on the motorway.
Refinement
The Aston’s 12-cylinder engine sounds fabulous, without being in your face on a motorway journey, and the V12 and automatic gearbox are smooth. However, there is far too much wind and road noise at speed
OWNERSHIP
Buying & owning
The UK will get about a third of the 2200 DB9s to be made each year. That will ensure exclusivity and help to hold up resale values, but should keep waiting lists reasonably short. Naturally, the Aston will be costly to run, but buyers expect that. What might irritate is the short range of the 85-litre tank (fewer than 200 miles).
Quality & reliability
The Aston V12 engine has proven itself and the automatic gearbox should also be reliable, though some strange warning messages flashed up on the dash of our test car. The cabin looks great, but some of the materials used are not all they could be, and the fit and finish is a disappointment.
Safety & security
Volvo helped Aston develop the DB9, which has full electronic traction and braking aids and airbags, save for side curtains. It also has a multi-stage deformable front crash structure to cut down on repair bills in a minor shunt and protect in a major one. A Tracker system is fitted to help police find the DB9 if its defences are overcome.
IN THE CABIN
Behind the wheel
The dash is made of matt wood and aluminium, and the rest of the cabin is leather and carpet. The seats are fully adjustable and superbly supportive. The view out is good for a car of this type. The biggest downside is that the minor switches on the dash are too small and are not easy to read.
Space & practicality
The DB9 makes a better sports car or tourer for two than a two-plus-two. With a couple of tallish adults up-front there’s negligible knee space behind, and the roofline restricts headroom aft. Unfortunately, those tiny rear seats can’t be folded to supplement what is a fairly small boot.
Equipment
When you pay £100,000-plus, you expect a high level of equipment and you also want to be able to personalise the car. Aston Martin knows about these things, having been in the luxury car trade for decades, and has fitted the DB9 out accordingly. What that means, though, is that it isn’t as fully equipped as some cars which cost just two-thirds of its price
Car Reviews From What Car
Alfa Romeo Spider Open
ON THE ROAD
Performance
Buyers can choose from two petrol engines, a 185bhp 2.2-litre and a 260bhp 3.2-litre V6. The 2.2 isn't especially quick, but has a lively character as you change up through the gears. The flagship V6 is brisk rather than blistering but, like the 2.2, it picks up revs eagerly. The V6 also comes with four-wheel drive, so has no trouble putting its extra power down. There's a 2.4-litre diesel, too, which is a touch quicker than the less powerful petrol version.
Ride & handling
Quick steering and good body control mean the Spider brings a smile to your face on a smooth, winding road. However, chopping off the roof has reduced stiffness, so body flex blunts its responses on rough roads, and bumps send shudders through the steering wheel. The ride is also overly firm, particularly at low speed.
Refinement
The Spider's suspension clonks noisily over bumps, but both engines provide an appealing soundtrack and wind noise isn't overly intrusive. Even at the national limit you can hold a conversation without raised voices. With the roof down and side windows up, there's little in the way of wind buffeting, thanks to the standard rear deflector
OWNERSHIP
Buying & owning
You pay a premium of around £1400 over the equivalent Brera coupe, so prices start at over £25,000. That puts the Spider up against BMW's Z4 roadster and the drop-top version of Audi's TT, but its resale values won't match either. Running costs for the V6 will be high.
Quality & reliability
The cabin is made from appealing materials, although it's not as classy as an Audi TT. Alfa Romeo's performance in recent reliability and customer satisfaction surveys has been disappointing, so the Spider needs to make an improvement in these areas.
Safety & security
Every Spider has stability control, twin front and side airbags, and a driver's knee airbag. There are also twin roll hoops behind the headrests, but it's slightly disappointing that you don't get curtain airbags. Deadlocks and an in-car boot release that doesn't work when the engine is off are useful security features for a convertible
IN THE CABIN
Behind the wheel
Cowled dials and metallic trim give the cabin a sporty feel, and the centre console is angled towards the driver, so the controls all fall nicely to hand. To help drivers make themselves comfortable, the steering wheel moves for reach and rake, and you can adjust the height and angle of the seat base. However, taller people will be short of headroom with the roof up.
Space & practicality
The all-but useless rear seats from the Spider's Brera sister car have been ditched, and in their place there is a pair of small, lockable bins. Soft bags can be stored on top of these, giving an extra 100 litres of load space to supplement the modest 200-litre boot. The standard electric roof takes a lengthy 26sec to fold away.
Equipment
There's just one trim, and it provides plenty. All cars have a leather steering wheel, electric windows and mirrors, rear parking sensors, cruise control and dual-zone climate control. V6 models add leather upholstery
Car Reviews From What Car
Alfa Romeo GT Coupe
ON THE ROAD
Performance
The GT handles fast bends and main roads with composure, but needs electronic traction aids to put power down in tighter corners, and the fast-acting steering could do with more feel.
Ride & handling
The GT shares the 156 saloon’s chassis but has its own settings. It handles fast bends and main roads with composure, but needs its electronic traction aids to put its power down in tighter corners, and the fast-acting steering could do with more feel. The ride also gets choppy when the roads deteriorate. The optional Q2 limited slip differential improves handling, providing more front-end grip.
Refinement
A bit of engine noise is welcome in an Alfa and the V6 and 2.0 don’t disappoint, although they are quiet when touring and even the diesel is largely mute. Suspension noise on pockmarked roads is more of an issue, however. Cars with the Selespeed paddle-shift gearbox are tricky to drive smoothly in slow traffic and to park
OWNERSHIP
Buying & owning
Although the GT undercuts most versions of the BMW 3 Series Coupé on price, it’s not the bargain that some Alfa models are and V6 versions are pricey. Residual values aren’t great either. The turbodiesel is the cheapest model, and has superior fuel economy and company car tax costs, making it the one to choose if it’s a company car.
Quality & reliability
Alfa still has its problems with reliability, according to our latest surveys, but things are improving. Plusher trim materials and greater attention to their fit are becoming the norm at Alfa. The GT’s cabin is broadly the same as the 147’s, and it offers a full range of cloth, leather and Alcantara-like materials.
Safety & security
All GTs have a good standard of safety kit, with anti-lock brakes, a stability control system, and front, side and window airbags if the worst should happen. A central rear three-point belt is an option and there are ISOFIX child seat mountings. An alarm is standard.
IN THE CABIN
Behind the wheel
Most people should be able to adjust the seat and steering wheel sufficiently to get comfortable, although space is not generous for really tall drivers. The dash is so neat and orderly it could be German, but the car’s deep sides and slim windows severely hamper visibility and make manoeuvring awkward.
Space & practicality
All coupés involve compromises with space, but for anyone under 5ft 9in there’s just about enough head- and legroom to get comfortable in the rear, though access can be tricky. There’s proper grand-touring luggage space, though, and the rear seats fold separately to give the option of more.
Equipment
Each engine comes in just one trim level and all versions feature plenty of kit. Climate control, electric windows, electric mirrors, alloy wheels and a CD player are standard on all models, while 2.0 Selespeed and 3.2 V6 versions also have leather upholstery. Option packs are available, along with xenon headlamps and satellite-navigation.
Car Reviews From What Car
Alfa Romeo Brera Coupe
ON THE ROAD
Performance
Two petrol engines are offered: a 185bhp 2.2-litre and a 260bhp 3.2-litre V6. A 200bhp diesel is available, too. Either petrol engine provides a great soundtrack and the performance to match. The 3.2 in particular is muscular and swift. The 2.2 needs to be worked harder to make quick progress, but it's no slouch.
Ride & handling
The Brera is fun around corners as well as down straights. The steering is precise and well weighted, although a little short of feedback. Composure and control over bumpy surfaces is matched by a surprisingly comfortable ride for such a sporty car. Push a little too hard and the front tyres will wash wide, especially in heavier V6-engined versions. On the other hand, the four-wheel drive on the V6 models makes for more secure acceleration on greasy roads.
Refinement
There's a pleasant burble from the 2.2 at low revs, and a harder-edged rasp close to the red line. The V6 grumbles in a low, bass voice at idle, and sounds better the harder it's pushed. At a steady cruise, neither engine intrudes, and wind and road noise are kept to acceptable levels
OWNERSHIP
Buying & owning
Prices are high, starting just below £23,000 and resale values of Alfa Romeos tend to be weak relative to German rivals, like the Audi TT. Running costs on the V6 is also be high.
Quality & reliability
The Brera's cabin seems well built from high quality materials. However, Alfa Romeo's performance in recent reliability and customer satisfaction surveys has been disappointing. Company bosses know that quality and reliability need to improve, and they pledge the Brera will win over the doubters. Time will tell.
Safety & security
Under the skin, the Brera is closely related to the 159 compact executive saloon, which has been awarded a five-star safety rating by Euro NCAP crash testers. The Brera has not been tested, but the performance of its sister car bodes well. Safety kit will include stability control and seven airbags.
IN THE CABIN
Behind the wheel
Plenty of steering wheel and seat adjustment should make finding a comfortable driving position easy – unless you're very tall. Legroom is acceptable, but tall drivers will find their heads brushing the ceiling. The panoramic glass roof is largely to blame, such as the Audi TT, although it does give the cabin a more airy feel.
Space & practicality
Although the car has four seats, you'd need a detachable head and arms to make yourself comfortable in the back. Space in the front is also tight. The boot offers 300 litres of space (610 litres with the rear seats folded), but there's a hip-high lip which you'll have to lift your bags over.
Equipment
Dual-zone climate control, a CD player, cruise control, remote central locking, leather upholstery and 17-inch alloy wheels are a standard fit. Standard safety equipment includes stability control and seven airbags
Car Reviews From What Car
Alfa Romeo 159 Sportwagon
ON THE ROAD
Performance
There are three petrol and two diesel engines, and all have healthy power outputs - the petrols are a 160bhp 1.9, a 185bhp 2.2 and a 260bhp 3.2-litre V6. Undoubtedly the two diesel options - a 150bhp 1.9-litre unit and a five-cylinder, 200bhp 2.4-litre motor - will be the best sellers. The lower-powered version is the one to go for - it's smooth and flexible and doesn't feel much slower.
Ride & handling
The 159's ride errs on the soft side and deals well with most surfaces, but you hear the suspension clunking over bumps in way that the BMW 3 Series doesn't. Body movements aren't as tightly controlled either, so the 159 isn't as rewarding on a twisting country road. There's impressive grip, but while the steering is accurate, it would benefit from sharper initial responses.
Refinement
It's even more disappointing that the 159 isn't quieter than it is, given that Alfa has worked so hard in so many other key areas. We could easily live with the fruity engine note, but there is too much wind noise at motorway speeds and a good deal of tyre roar permeates the cabin through the wheel arches
Buying & owning
The 159 is attractively priced, but many fleet managers will be put off by high contract hire rates, so many company car drivers will find the car beyond their allowance. Early predictions of poor residual values will also limit its appeal to fleet and private buyers alike. Carbon dioxide emissions and fuel economy are no better than average for the class.
Quality & reliability
The interior looks smart and its sturdily built, but although the materials used are far from cheap, they can't match the 159's German rivals for immediate appeal. The Alfa Romeo brand hasn't performed well for reliability in recent JD Power customer satisfaction surveys. Owners also reckon that repairs are pricey and dealer service is poor.
Safety & security
Safety kit is comprehensive. Stability control and front, side, and curtain airbags are standard, along with a 'bag beneath the steering wheel to protect the driver's knee. There are also front seat head restraints that move to minimise whiplash injuries. The 159 has been crash-tested by Euro NCAP and scored a maximum five-stars. On the security front, deadlocks, a secure boot, locking wheel nuts, etched windows and an integrated stereo are standard but a visible VIN plate is missing.
Behind the wheel
The 159 has a key-slot and push-button ignition system, but the rest of the dash is refreshingly fuss-free. The instruments are big and bold, while the controls for the stereo and heating functions are clearly labelled and easy to use. The two-way steering wheel adjustment could do with a little more movement for reach, but most drivers will be able to get comfy.
Space & practicality
Space provision in both the front and rear is adequate rather than class-leading, but four sizeable adults will travel in comfort. The Sportwagon isn't meant to be a hardened, load-lugging estate car, but it should have done better. The 445-litre boot is well shaped, but a narrow load area, tight opening and unfeasibly high load lip spoil the effect. Some key rivals have beaten it for capacity, too, and the rear seats don't fold flat.
Equipment
Even the cheapest Turismo versions feature remote central locking, alloy wheels, climate control, cruise control and four electric windows. Lusso models add leather upholstery, larger alloys and rear parking sensors
Car Reviews From What Car
Alfa Romeo 159 Saloon
ON THE ROAD
Performance
There are three petrol and two diesel engines and all have healthy power outputs – the petrols are a 160bhp 1.9, a 185bhp 2.2 and a 260bhp 3.2 V6. We’ve only driven the two diesels – a 150bhp 1.9 and a five-cylinder, 200bhp 2.4. The lower-powered version is the better.
Ride & handling
The 159 deals well with most surfaces, but you hear the suspension clunking over bumps. Body movement isn’t tightly controlled though, so the 159 isn’t rewarding on a twisting country road. There’s impressive grip, but while the steering is accurate, it would benefit from sharper initial responses.
Refinement
Refinement is impressive, if not quite as hushed as the BMW 3 Series. Road and wind noise are subdued and engine noise wasn’t an issue on the models that we have driven.
OWNERSHIP
Buying & owning
The 1.6 and 1.8 engines from the 156 range have been dropped, so starting prices for the 159 are higher, but they still undercut the obvious German rivals, model for model. Carbon dioxide emissions and fuel economy for the new engine range are no better – and in some cases worse – than average, while retained values are unlikely to match those of comparable Audi, BMW and Mercedes models.
Quality & reliability
The interior looks smart and is sturdily built, but although the materials used are far from cheap, they can't match the 159's German rivals for immediate appeal. The Alfa Romeo brand hasn't performed well for reliability in recent JD Power customer satisfaction surveys. Owners also reckon that repairs are pricey and dealer service is poor.
Safety & security
Safety kit is comprehensive. Stability control and front, side, and curtain airbags are standard, along with a driver’s knee ’bag. There are also front-seat head restraints that move to minimise whiplash injuries. The 159 has been crash tested by Euro NCAP and awarded a maximum five-star score. Its security showing is impressive, too
IN THE CABIN
Behind the wheel
The Alfa has a key-slot and pushbutton ignition system, but the rest of the dash is refreshingly fuss-free. The instruments are of the big, bold variety, while the controls for the stereo and heating functions are clearly labelled and easy to use. The two-way steering wheel adjustment could do with a little more movement for reach, but most drivers will be able to get comfy.
Space & practicality
The 159 has a much greater sense of space than the 156 it replaces, with plenty of leg- and headroom up front and generous – if not class-leading – provision in the rear. Four tall adults will be perfectly comfortable. At 405 litres, the 159’s boot is 27 litres bigger than the old 156’s, but not as large or well shaped as an Audi A4’s or Mercedes C-Class’s.
Equipment
Every model is well equipped, with base Turismo spec providing alloy wheels, four electric windows, remote central locking, dual-zone climate control, stability control and a CD player. The more salubrious Lusso spec adds leather upholstery and parking sensors.
Car Reviews From What Car
