 In person, the coupe makes a powerful impression even on those who are prejudiced against the Italian brand. The front optics are truly mesmerizing, and in the rearview mirrors the car looks composed, self-confident, and even a bit aggressive. The interior brings no surprises: the dashboard, instrument panel, and many other details have been carried over from the Alfa 159 sedan unchanged. But the seating position here is lower, and visibility, of course, is limited — especially to the rear. That is why behind the wheel of the Brera you tune yourself to a more dynamic mood. |
 The interior trim is done solidly and from pleasant materials. On the test car, the odometer showed almost 20,000 km, so the build quality can already be judged confidently. Apart from a couple of minor details, it is top-notch. The well-worn example emits neither squeaks nor rustles, maintains silence even on tram tracks, and the sound insulation is simply excellent. The only thing that disturbs the peace is the exhaust system, which hums solidly at low and medium revs. So loudly that passersby turn around, and cars parked at the curb start to panic and set off their alarms. |
 At high revs, the bass of the exhaust fades, giving way to the engine. The engine sings quite well, but in its voice there is no of that unrestrained, ringing metal song that the real "Alfa" V6 was famous for! This unit, born in Australia at General Motors plants, passed to a crisis-ridden FIAT and then to Alfa Romeo, is perhaps the only element that stands out from the image of the Italian coupe. And this despite the fact that the engine's characteristics are excellent: 260 horsepower with a displacement of 3.2 liters. The problem is that the engine does not like to rev to the limit. And that is exactly what fans around the world expect from Italian cars. |
 The power unit willingly delivers solid torque in the mid-range, can rev up to 7000, but you absolutely don't want to do it — there's no need. I perfectly remember the character of the old 12-valve V6 that was in my previous Alfa 164 QV. Up to 4000 rpm it just pulled confidently, by 4500 it noticeably turned fierce, and from 4600 to the very cutoff it literally tore apart, filling the surroundings with an unforgettable solo! Fans loved Alfa Romeo not only for its handling, but also for these engines. Now we have dense acceleration and a "politically correct," relatively quiet engine. And I sincerely feel sorry for the new fans of the brand who fell in love with the car for its looks and chassis. They are deprived of the sweetest thing — the real V6 from Alfa Romeo. |
 However, there is talk that with the facelift the brand may return to the original V6, which, by the way, is currently installed on the Alfa GT. But the engine performs its functional task perfectly — it provides the car with excellent dynamics. The Brera is equipped with all-wheel drive with a self-locking front differential (with 35% lockup during acceleration and 40% during engine braking), which is connected to a Torsen differential that distributes torque to the rear axle (in normal conditions, 53% of the torque goes to the rear). |
 I didn't get to test the Brera on slippery surfaces, but I was very pleased with the rear-wheel-drive character of the car when entering a corner: you feel how, on exit from the bend when adding gas, the rear wheels load up more, and the car shoots forward with confident acceleration and a light, unloaded steering wheel! In handling, Alfa has remained true to itself. The steering wheel makes only 2.2 turns from lock to lock — it is very sharp and sensitive. Along with it, the entire Brera responds extremely sensitively to the road. Noticeable reactions to ruts with deviations from the course, the need to correct the steering during hard braking — all these signature "Alfa" features are preserved in the coupe. The steering wheel here is a precise instrument that allows you to measure the trajectory literally by centimeters. |
 Does the "automatic" hinder the achievement of full cuore sportivo? Only when starting off. In motion, the gearbox behaves wonderfully. The Sport mode is especially good, where the automatic transmission holds the gear even in fully automatic mode, allowing engine braking. During active deceleration, the "automatic" sequentially shifts down — all the way to a complete stop, to first gear. The Brera is always ready after hard braking to dash forward like a bullet! And if you drive calmly, the gearbox becomes almost imperceptible. Unlike the old GTV, the Brera is much better suited for daily use. A supple suspension with a decent amount of comfort, enough space for front occupants, a spacious trunk. What more could you want? Dynamics? It has it. Handling? Here you go! V6 from Alfa?! Well, here I am at a loss. I don't know what to say...PRICES AND TRIM LEVELS The Alfa Brera is available in Russia with two engines — a four-cylinder 2.2 JTS and a V6 3.2 JTS. The first is paired with a manual 6-speed gearbox or a robotic Selespeed, while the second is only with a 6-speed manual or 6-speed automatic. The base version of the Brera in the Medium trim will cost 1,490,600 rubles. For the top modification, you will have to pay 1,893,600 rubles. |
Australia in the heart of Italy
The history of mid-size coupes from Alfa Romeo spans decades. These cars have always been considered sporty, prestigious, and damn attractive. In 2005, the long list was logically supplemented by the Brera.
