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Meni se neverovatno sviđa! Nikad u autu nisam voleo one drvene džidža-bidže, kožu na sedištima i ostalu nepotrebnu šminku. HI-TECH auto mora i unutra tako da izgleda, kao svojevremeno tabla od Tipa DGT. Tako nešto da ture unutra i to bi bio vrh. Auto je prelep, ubedljivo najlepši auto trenutno.
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Do not underestimate the power of the Dark Side -
Nisam preterano odusevljen...skracen, suzen i povisen u odnosu na prototip. Guza mu je nekako kombijevska. Mozda ce mi se vise svideti kad je vidim uzivo. Napred ista kao 159 (odnosno 159 ista kao Brera), a i unutra takodje. To nikada Alfa nije radila, ocigledno je da se mnogo stedelo i da se pravilo mnogo kompromisa. Uvek mi je bilo bezveze sto Calibra unutra izgleda isto kao Vectra, dok su se Alfini modeli uvek razlikovali medju sobom...Potrudili su se potrudili oko unutrasnjosti i oko kvaliteta unutrasnjih materijala, tako da ce vlasnik najjeftinije 159 biti presrecan, ali isto ce dobiti i vlasnik Brere 3.2, ali on ce za 40000-ak hiljada evra hteti neki ekskluzivitet...Kokpit prototipa je bio neverovatan, ne razumem da li je moralo toliko da se stedi/.
Sto se tice drveta i koze, ti materijali su uvek bili Alfin zastitni znak i tradicija i toga ne bi trebalo da se odrekne nikada. Bilo mi je drago kad su u 156 vratili drvene volane (i to su mnogi setili i kopirali posle od Alfe). Uvek ce mi ostati u pamcenju drveni volan i salt tabla sa gomilom cajgera sa hromiranim ringovima, iskoseni menjac i ostale poslastice na Alfi Berlini mog caleta...neponovljivoComment
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Brera mi se toliko svidja da sam bukvalno ostao bez teksta!!! U crnoj boji ovaj auto mi izgleda nestvarno lepo. Da budem iskren, zadnji deo mi se bas dopada i nimalo mi ne izgleda kombijevski. Sto se tice unutrasnjosti, hm, drvo ne bi smetalo (ko zna, mozda ce ga i biti u nekoj od verzija), mada mi unutrasnjost nikada nije igrala previse znacajnu ulogu u ocenjivanju nekog auta, a narocito Alfi. U svakom slucaju, odavno mi se nije ovoliko dopao neki auto na prvi pogled, malo je reci da sam odusevljen. Bravo za Breru!!!
When Henry Ford saw an Alfa go by he used to lift his hat in salute, so should BMW owners!!!
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POCELE SU I PRVE VOZNJE...EVO STA KAZE CHANNEL4 (ENGLEZI) KOJI IMA JEDNU OD BOLJIH EMISIJA O AUTOMOBILIMA
INTRODUCTION
"Wow!" cried the world at the 2002 Geneva motor show. "Alfa Romeo must make this car." That car was Giugiaro's Brera concept, a sharp-edged, point-nosed coupé with gullwing doors and a dramatic six-light front end. Giorgetto Giugiaro was adamant that the Brera was no more than a show car, but the idea did fit in well with Alfa's need to replace the GTV and Spider.
Alfa Romeo clearly liked the new nose treatment, because the Alfa 156's late-life facelift featured a near-copy of it. And now we've seen how the new generation of Alfa Romeos, spearheaded by the 159 which has just replaced the 156, is adopting the Brera look from its sharp visage to its broad, crisply-defined rear shoulders.
So the Brera had to happen as a production car. Giuigiaro's original idea has been altered a little in its proportions, and has lost the gullwing doors, but the glass roof remains, and the whole look is still faithful to the concept. It has spawned a Spider version, too, already seen on the motor show circuit and scheduled for UK sale in the summer of 2006.
The Brera is, of course, based on the 159, with which it shares 55 per cent of its parts. Its wheelbase is 175mm shorter at 2525mm, and the cars are pretty much the same from nose to dashboard, but the Brera's shorter chassis should make it more agile and its suspension settings have been altered to suit. The glass roof, which doesn't open, is standard for UK cars but a lower-cost, steel-roofed version may arrive later.
Engines are as for the upper-range 159s. Smallest, and likely to be the most popular, is a 185bhp, 2.2-litre, all-aluminium four-cylinder unit with direct injection and Twin Phaser camshafts - that is, continuously-variable valve timing for both inlet and exhaust cams. It's derived from a GM design, the Fiat Auto group and GM still collaborating technically on selected projects. The grander petrol engine, fitted with Twin Phasers and derived from a GM engine (but this time with Alfa's own direct-injection heads) is the 3.2-litre, 260bhp V6. It's matched to a Q4 four-wheel drive system whose nominal front/rear torque split is rear-biased at 43/57, but alters between 72/28 and 22/78 as required. The range will be completed by Fiat/Alfa's usual 2.4-litre, five-cylinder turbodiesel, with a healthy 200bhp and huge torque (295lb ft).
A Selespeed sequential-shift transmission is offered on the 2.2, while the others will have a fully-automatic option. Manual six-speeders are standard fare. Intriguingly, although the Brera was designed by Giugiaro - it's named after a grand and artistic suburb of Milan, Alfa's spiritual home city - the new car was production-engineered by rival design house Pininfarina, which builds the car in its Turin factory.
RELIABILITY AND QUALITY
Ah, reliability... it always crops up in an Alfa Romeo conversation. We've heard this before, but it really does seem that, this time, Alfa Romeo has taken steps to make its new cars reliable and durable. That its key executive is a former BMW product chief and Rolls-Royce CEO lends weight to Alfa's pledges of better quality and an improved dealer experience, but we won't know how deep-rooted the new thinking is until the cars have been around for a few years. First impressions of the Brera are good, though: everything fits together neatly, the paintwork is glassy, there are no rattles or buzzes and the whole car feels very tough and solid. The tactile experience is good, too; all interior surfaces that you'd want to be padded are padded, even down to the inside of the door pockets where your hand grasps them, and the pieces of mock-aluminium interior trim are convincing. The centre console gets real aluminium. Seats on UK models are all in soft leather, and the grain texture on the plastic parts looks sophisticated. The carpet fit under the glovebox is ugly, though, and our test car's front foglights had condensation inside them.
IMAGE:
Well, you'd want one, wouldn't you? A car as dramatic as this, yet not as outrageous or as impractical (or indeed as expensive) as a supercar has to hit high on the Richter scale of desirability. The triple-light units at the front lurk menacingly under the brow of the bonnet (they're easier to clean than they look, if you open the bonnet to clean them), and the rising waistline ridges sweep round the Brera's tail to plunge downward and meet at the Alfa badge - which doubles as a hatch handle - beneath the vee of the rear window. The doors are frameless. All models get the quadruple exhaust pipes, and all UK cars get the glass roof (with three-overlapping-section electric sunblind) as standard. The rear lights echo the design of the front lights, except there are four light-unit nacelles beneath a clear cover and they're set in a red-tinted chrome background. That a concept car can translate to a real road car with so few fundamental changes, despite the strictures of car-design regulations, is amazing. Audi did it with the TT (a car Alfa views as a Brera rival) and now it's happened again.
DRIVING:
First impressions, gained in the 2.2: this sounds properly Alfa-like, with a keen snort from the engine and a muted but evident rasp from the exhaust. The acoustics have been carefully Alfa-ised, and some might find the induction noise a bit too prominent, but it suits the car. You sit quite low, lower than you do in a 159, although the slightly overbearing dashboard - so many circles, such big main dials, so unsubtly driver-centred with its driver-angled minor gauges buried beyond a passenger's gaze - is the same. The view forward and to the side is fine, but the rising waistline and the thick rear pillars make for a hazardous exit from an angled junction. Seat and steering wheel adjust through a good range and it's easy to get a good driving position. On the move, the steering has more weight than the over-light helm of the 159 but little true road feel, and the springy, rubbery and ineffectual response to small inputs is disappointing. With the slack taken up, though, the steering becomes quick and responsive and the Brera points keenly and cleanly into corners. Make a further steering input and the nose clings on well, transferring weight to the outside rear wheel and making the Brera feel very agile. The harder you go, the better it gets.
The V6 Q4 version lifts everything to a higher level. It sounds fantastic, deep and menacing with its six-cylinder burble rising to a convincing high-revs Alfa howl, and the rear-biased torque delivery makes it great fun as you power out of a corner. It won't powerslide, though, unless you provoke it brutally far beyond anything you'd ever attempt on a public road. Instead, it simply gets all its power to the road in the most effective fashion for the moment. The Q4 system, which contains the front and Torsen-C centre differentials in the same casing, virtually eradicates understeer in tight corners, too. You just point and go, as you would in, say, a Subaru Impreza WRX. You can switch off a Brera's traction control, but the VDC (Alfa's take on ESP) stays in action all the time - albeit not intervening until the last second if the traction control is deactivated.
PERFORMANCE:
Again, we'll start with the 2.2. It takes a few miles to co-ordinate clutch and throttle smoothly, because the throttle is unresponsive to very small inputs but then comes on in a rush when you press a little harder. It's this that makes the engine feel more muscular than it is, although a 170lb ft torque peak, with much of it available from low revs, isn't a bad figure. The induction sound deepens as you press the accelerator at low-to-medium revs, but only up to a point - it goes quieter again as you reach the end of the pedal's travel, presumably because the drive-by-wire throttle has adjudged a big throttle opening to be counter-productive for the current speed and engine load and so ignores your right foot's request. Most of the engine's reservoir of thrust can be tapped without flooring the throttle, which means that full-throttle only brings exciting results when the engine is revving hard. Do that, and the Brera 2.2 will reach 62mph in 8.6 seconds and continue to a 138mph top speed - respectable but not outstanding figures. That slight feeling of engine mid-speed engine flatness manifests itself the most on hills, when an upshift across the big gap from second to third gear puts the fire out.
If you want real pace, the V6 is the obvious choice. This engine is wonderfully torquey (a 237lb ft peak but a very plump torque curve), much more so than Alfa's old V6, and it has a terrific throttle response right up to high revs. This Brera reaches 62mph in 6.8 seconds and maxes out at 149mph. It goes as it looks.
Both Breras' six-speed transmissions have easy enough gearshifts, but occasionally the synchromesh catches a little and the driveline can clonk as the power is taken up, especially if you don't get that clutch/accelerator co-ordination quite right. The brakes are powerful and progressive in their action, and not over-servoed; the V6 has bigger brakes made by Brembo.
SAFETY AND SECURITY:
The usual boxes are ticked here, with seven airbags as standard and a passenger kneebag optional, and stability control - Alfa Romeo calls it VDC rather than ESP - as standard. This Vehicle Dynamic Control includes a hill-holder device acting on the brakes to stop rolling back on a hill start. Tyre-pressure monitors are standard. The lack of a mechanical steering lock improves the safety of the driver's knees, and the fact that the lock is electronic improves security. The pedals are designed to collapse under heavy impact, too. There's no EuroNCAP rating yet but it would be surprising if the Brera didn't score at least four stars.
RUNNING COSTS:
You're unlikely to buy a Brera because you want an economy car, which is just as well because the 2.2 JTS (it stands for Jet Thrust Stoichiometric, a direct-injection system biased towards power rather than lean-burn, ie non-stoichiometric, economy) manages a mediocre 30.1mpg on the official combined test cycle. The V6 fares worse at a thirsty 24.6mpg, not helped by its hefty 1630kg weight, so your only hope of frugal Brera motoring is to drive the 2.4 JTD version whose official fuel figures are as yet unreleased. Servicing on current Alfas is required every year or every 12,000 miles, whichever comes first, and the Brera is likely to have similarly infrequent service visits. Depreciation is an unknown quantity, but such is the Brera's wow-factor that it stands a better chance than most other recent Alfas of holding its value.
COMFORT AND EQUIPMENT:
This is a very comfortable car in which to travel, provided you're sitting in the front. Rear passengers get a very raw deal, because knee room is tight and headroom is hopeless for anyone of adult years, but it's unfair to criticise a coupe for something inherent in its make-up. Front occupants get plenty of space and a pair of shapely, supportive seats trimmed in longitudinal strips of leather which can be had in contrasting stripes. Extra-soft 'Frau' leather is optional; at the other extreme, if Alfa Romeo's UK importer brings in a steel-roof (as opposed to the Skyview roof) entry-level version, it will have Alfatex cloth.
Dual-zone air-con and cruise control are standard, as is a trip computer whose red-script screen, between the speedometer and the rev-counter, looks a bit cheap. The UK's standard wheel fare is 17in, with 225/50 tyres, but 235/45 tyres on 18in wheels are optional. So are a full-screen colour sat-nav system with Connect telematics (including a direct line to an information centre), and a Bose sound system to complement the standard CD player. The Bose bass unit robs the otherwise generous, but high-lipped, boot of some space, but you can fold the rear seats to make more room for excess baggage. Storage space isn't brilliant, the huge glovebox lid promising a cavernous compartment which sadly isn't there. The door pockets are small, too, as is the compartment under the centre armrest which also contains the remote boot-release switch (there's another on the key but no external release button).
There's a little wind rush around the frameless door windows, but otherwise the Brera is pretty quiet unless you're listening to the gulping of an open throttle. The tyres can resonate over certain coarse surfaces too. And as for the most important aspect of driving comfort, how the Brera copes with poor road surfaces, it's excellent news. The suspension is firm but never harsh or crashy, controlling big body movements tightly without becoming choppy over ripples or fidgety over bumps. It's the sort of ride quality you don't notice much, because it doesn't intrude. It just feels right for the Brera's role.Comment
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Evo nekoliko "testova" Brere:
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Prateci forume Alfista vidim da je Top Gear testirao Breru 2.2. Ne znam koliko "zaostaje" najnovija epizoda na BBC u odnosu na satelitsko izdanje koje mi mozemo da gledamo, ali ce valjda biti jako brzo i kod nas na kablovskoj.
Koliko sam razumeo ljude svidela im se Brera, ali je spora i skupa u ovoj verziji. Sve u svemu dosta pozitivna kritika.Comment
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Mislim da satelitsko izdanje koje mi mozemo da pratimo na BBC World-u kasni mozda 2-3 nedelje, mada nisam 100% siguran. Hajde da ko prvi sazna kada se emituje ova epizoda sa Brerom to ovde napise kako bi mogli da je odgledamo.When Henry Ford saw an Alfa go by he used to lift his hat in salute, so should BMW owners!!!
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dajte ljudi jel mogu ove slike malo da se srede?
ovo je bas mnogo, pola sata treba da se otvore...
nema svako brzi internet...
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Ovde moze da se pogleda reklamni animirani film za Breru
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Fenomenalno, a tek stakleni krov, oboris sedista, gledas zvezde...ne treba ti ni krevet ni stan, nista . Ludilo.
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@Brabus: Svaka chast za link!!!
Zaboravio sam se gledajuci film! Strava, totalni "new age"
Trailer je posebna pricha! Kakva bruka, nema ni slichice od automobila ni od imena fabrike, jednostavno samo natpis Brera. Kakvo izhivljavanje
dok svi ostali predstavljaju samo svoje automobile na spotovima i pljuju konkurenciju, Alfa ide kilometarskim koracima napred!
Ovo morate videti, nadam se da cete razumeti poruku!
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Bravo! A svi su FIAT!Originally posted by zenComment
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Fino stvarno extra uradjeno, ostro kao i Alfina linija. Ipak zao mi je sto se ne vidi malo vise od Brere, bice valjda i za to prilike.
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