Road Test/Alfa Romeo 156 2.0 JTS: Alfa's latest incarnation of the popular 156 manages to conquer the holy grail of motoring - a car that's fast and fuel efficient, writes Michael McAleer
At times of financial foreboding, change is rarely regarded as a positive development. During the heady days of the Internet boom, if you did not offer constant innovation, you were considered a luddite.
This was the norm in the motoring world as much as the wireless one. Now, as belts are tightening and innovation curtailed, Alfa Romeo seems to have seized upon this sea change with its revised 156.
Beautifully styled and great to drive when it was introduced back in 1997, the erstwhile 156 knocked the opposition for six, with its sleek Italian styling and enjoyable engine.
Its latest incarnation - with the 2 litre JTS and more powerful 2.4 litre five-cylinder JTD - merely improves on these foundations, while putting off the inevitable day when the designers will be required to come up with the next head turner.
The new direct injection two litre petrol engine shows Alfa has the know-how and knowledge bank to compete in the realm of engineering, while the bodylines continue to demonstrate their design credentials.
Alfa claims the new engine offers the performance of a 2.3 litre, yet consumes 10 per cent less fuel. Certainly our test car fulfilled these demands, and even on paper it is a match for larger units from competitors.
The JTS is only available in the two litre saloon and sportswagon at present, but in time will replace the more popular 1.6 and 1.8 litre variants.
Alfa called in the stylists and engineers to sharpen the showroom appeal of the 156 against fresher rivals like the revised BMW 3-series, Mercedes C-Class and new Audi A4.
It's a strategic move, designed to defend market share until the completely overhauled version comes along, probably in early 2005. This is expected to use the future Saab 9-5 platform as part of an agreement with GM to share power trains, platforms and purchasing efforts in Europe.
It is hardly surprising that management went for minor modifications rather than a rush to a complete overhaul, considering parent company Fiat's somewhat parlous financial situation. The car making division, Fiat Auto, is set to lose more than €1 billion this year on top of heavy losses in recent years.
In Fiat Auto's reorganisation at the end of last year, Alfa was separated from the Fiat and Lancia brands. Some suggest this was aimed at enhancing Alfa's brand image and represents the first step toward linking it with Ferrari and Maserati to create Fiat's equivalent of Ford's Premier Automotive Group.
Others claim Alfa was separated so that it can be sold. Analysts suggest Fiat could raise €2.5 billion to €3.5 billion from the sale of Alfa Romeo. The sale could go some way to easing Fiat's crushing net debt of €5.8 billion which it is struggling to reduce with a mixture of cost cutting and disposals.
However, Fiat sources deny any such moves, and say the changes are merely at a management level to allocate responsibility for the particular brands within Fiat Auto (Fiat, Lancia and Alfa) to particular managers.
As for suggestions of a sale, they say Alfa is too integral a part of Fiat Auto to be sold off.
Regardless of speculation about its corporate future, claims that the 2002 version is merely a stalking horse for a 2005 overhaul ignore the significant changes carried out underneath the bonnet.
They also overlook the fact that the 156's sheetmetal remains as stylish as many of its competitors, and any attempt at rushed redesign could end up sinking not only the model, but also the marque itself.
Back in 1997, the sharp-suited Alfa 156 stole the show when it came to flair. There was an abundance of originality in design, including the clever positioning of the rear door handles in the pillars. This has since been copied by other makers, most recently on Peugeot's206SW.
With the new model, exterior changes are limited to the side mirrors, which now match the body colour, and to black rubber strips that have been added to the bumpers to prevent scratching.
But the crucial difference is under the bonnet. Here, Alfa has managed to conquer the mechanical holy grail with its JTS engine: fast yet fuel-efficient.
The simple change in lettering at the rear, from T-Spark to JTS, masks some significant engineering developments.
JTS stands for Jet Thrust Stoichiometric and has more to do with lean-burn and direct petrol injection than aeronautics.
Compared to the previous two-litre petrol engine the new JTS unit offers lower fuel consumption - 30.1 mpg as tested - 10 per cent more bhp (up from 150 bhp to 165 bhp) and an even more dramatic increase in available torque, up by 13 per cent from 181 Nm to 206 Nm.
The benefit for the driver is improved engine response, smoother acceleration from low speed and no fuel penalties.
Engine innovation is nothing new for Alfa. The 156 was the first car in the world fitted with a common-rail turbodiesel engine, now regarded as the benchmark to which all others aspire. It is therefore appropriate that its latest version should offer another world first.
Direct injection of petrol into the combustion chamber has been an ideal for engineers since 1877 when Nicholas Otto took out a patent.
The system has been used to increase performance and more recently to improve fuel consumption.
The benefits for motorists do not end there, however. The increased power does not mean punitive insurance costs as the engine's cubic capacity remains the same.
During the longer journeys, we were impressed by the smooth power output and on the winding rural roads of Co Down, the response to ever-changing road conditions and quality went largely unnoticed as far as the ride was concerned. When called upon, the engine never disappointed.
Alfas have always been fun to drive, and the 2-litre JTS maintains that tradition. It's light, nimble and the steering is direct, if a little light at high speed.
Thanks to the appreciable increase in torque, when pulling away from start, the movement from gear to gear forces you back into the seat.
It grips tightly thanks to a rigid chassis and new double wishbone suspension and, while the ride is a little firm, it's always involving.
It's a relaxed motorway cruiser, with little cabin noise. We have heard from others, though cannot judge for ourselves as yet, that the sport suspension pack gives a very solid ride and on Irish roads you are probably better off without it.
A light clutch and a direct but long-throw gearlever make for easy cog-swapping. The combination of smooth power output, soothing engine noise, gentle ride, and soft clutch and gear change, contribute to a driving experience more in keeping with larger luxury models.
Alfa has bolstered the 156's active and passive safety levels. There are six airbags as standard and all models now get a non-switchable electronic stability governor, dubbed Vehicle Dynamic Control, which quells over and understeer.
The anti-lock brakes now get Brake Assist, which provides maximum braking performance during emergency manoeuvres.
However, we had a qualm about the Alfa's braking, which we found lacked the sharp bite you get when you push hard on the brake pedal of rivals, such as the BMW 3-series.
As for the cabin, the driving position may not be to everyone's tastes, favouring those with short legs and long arms, but the adjustable steering and seat height makes it more amenable to those used to a vertical steering position.
Dual-zone climate control is also standard, though it does take time to get to grips with the system and we have yet to be persuaded as to the benefits of different temperature controls in a regular car cabin.
Front seat occupants have ample legroom, while for those in the back, the sculpted bench is best suited to two rather than three adult passengers. Overall, the seats are firm and offer good lumbar support.
Although the basic architecture remains the same, the dash and centre console are now swathed in the same tactile soft-touch plastics as employed in the 147. The dashboard remains purely the driver's domain - instruments are angled and cowled to the point where passengers can't read them. This is a blessing when you are travelling in the company of "backseat drivers".
The metal-look plastic that coats the centre console and tops the gear-lever brings an executive polish to the interior. Oddments space is on a par with competitors.
Overall, the changes give the cabin a quality feel and finish, closing the gap in an area where its predecessor showed some signs of weakness.
The boot is capacious, with access to the main cabin via a hatch behind the rear armrest. This allows owners to carry their skis while leaving the boot closed. More likely it will be used on Sunday's trips to the DIY store for curtain rails and suchlike. The 156 also comes with one of the much written about "spacesaver" spare wheels.
The stereo is much improved over the previous generation. Alfa has also responded to the criticism levelled at its previous sound systems, and the car we drove was fitted with a superb Bose audio set-up, offering excellent sound and acoustics.
The 156 2.0 JTS remains a relatively wallet-friendly purchase with prices ex-works beginning at €32,500, less than the similarly powerful Audi, Mercedes or BMW.
Another comforting thought for those considering a 156 is that any niggling glitches, common with new cars, have been ironed out by now, so you can expect a good reliability record. What's more, the limited facelift will preserve the residual value of older models: a smart move to keep loyal fans onside.
Overall it's a thoroughly entertaining car that's a real alternative to its German rivals.
FACTFILE: Alfa Romeo 156 2.0
ENGINE/TRANSMISSION: 1,970 cc four-cylinder Jet Thrust Stoichiometric engine delivering 165 bhp at 6,400 rpm. Manual five-speed gearbox or a selespeed sequential automatic.
PERFORMANCE: top speed 137 mph, 0-100 kmh (62 mph) 8.2 seconds
SPECIFICATION: electronic stability control, Brake Assist, six airbags and dual-zone climate control are now standard, with a radio/CD.
FUEL CONSUMPTION: 30.1 mpg as tested.
PRICE: €32,500 to €35,500 for the selespeed sequential automatic gear-change system.
AND THE COMPETITORS
Audi A4 2.0 €38,500
BMW 3 18i €36,000
Lexus IS200 €39,080
Mercedes C200K €40,935
Rover 75 2.0 V6 €35,575
Saab 9-3 2.0 €34,555
Volvo S40 T4 €34,180