Engine options throughout the lifespan of the Alfa Romeo Spider and GTV included 1.8 and 2.0 litre 16v Twin Spark engines, a 2.0 litre V6 turbocharged unit, and the top of the line 3.0 litre 24v V6 engine.

In 1998 the Alfa Romeo Spider and GTV underwent a face-lift which included mild exterior cosmetic changes, a redesigned interior and an optional 6 speed gearbox on the 3.0 litre V6 models.

In 2003 a more comprehensive revision of the Spider and GTV took place. The front end of the new car featured a much deeper grille which emulated the grille found on the Alfa Romeo 147 (first produced in 2000). A new 240 bhp 3.2 litre V6 was also added to the engine line up. In 2006 the GTV and the Spider were replaced by the Alfa Romeo Brera and the convertible version, the Brera Spider.

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The Brera was first planned to be just a show car, Alfa Romeo didn’t have any intention to put it to production. However, due to the overwhelming response from the general public and the fact that at that time the aging GTV and Spider needed replacements, the company decided to make the Brera.

The Brera is based on the 159, which is the sedan that replaces the 156. It shares more than half of its parts with the 159, although the Brera’s wheelbase is 175mm shorter. This should make it more nimble and agile to drive than the 159, and Alfa says that the Brera’s suspension settings have been altered to suit. There are two engines available: a 185bhp 2.2-litre four cylinder and a 260bhp 3.2-litre V6. Currently, the entry-level Brera is only available with a six-speed manual gearbox, while the top-end model comes with four-wheel drive and a choice of either six-speed manual or automatic gearboxes.

Power delivery is smooth and linear. The unit makes a nice sporty roar above 4,000rpm, but it runs out of breath at high revs, and lacks low-end pull. The manual six-speed transmission shifts positively and it has a slick action. Too bad, though, that the clutch doesn’t provide enough bite to transmit the engine power effectively to the front wheels when you swap gears at high revs.

The steering lacks some feel, but it’s rather quick and direct. Body-roll could be less, too, and the framework doesn’t feel as tight as those of the Audi TT and Nissan 350Z.  However, the Brera is always game for some fun on twisty roads. It boasts a generous amount of grip and manages to keep its composure around fast sweeping bends.

Apart from the engine, the other thing that lets the Brera down is the lack of steering feel, which makes it not so rewarding to drive. Alfa has done an amazing job with the Brera’s suspension, though. It’s firm enough to remind you that you’re in a sports car, but when faced with rough surfaces, most road impurities are soaked up with great aplomb.

Unlike the pre-Brera Alfas, our first impressions of the Brera’s cabin were good. Everything fits together neatly and solidly. All the interior surfaces that you would expect to be padded are padded, while the mock-aluminium trim looks good. But the Brera’s cabin isn’t flawless. The plastics on the door levers of our test car weren’t fitted nicely and the painted plastic panel that houses the cabin lights and roof-blind switch looks and feels cheap.

The cockpit is sports-car snug and the glass roof has made the Brera’s limited headroom worse. However, shoulder space is ample at the front and the door pockets and glovebox are usefully sized. At the back, legroom is non-existent. You can probably fit no more than two little toddlers, but Alfa’s reason for compromising backseat space was to make way for a decently sized boot, which probably is large enough for a golf bag.

Replacing the GTV, the Brera is a quantum leap ahead of its predecessor in every aspect. It’s definitely one of the most beautiful cars of current times and the fact that it won the beauty pageant in the 2006 International Automobile Festival in Paris confirms this.

The charismatic 2.2-litre engine could use more oomph and the steering feel could be better. Other than the minor trim niggles in the cabin, the Brera’s interior is perhaps the best ever in Alfa’s history, in terms of build and material quality.

If you want a sexy car that goes as well as it looks, we predict the 3.2-litre V6 version is a better bet, although it costs about $35,000 more. Otherwise, if you merely want a boulevard cruiser that will turn heads as much as anything from Ferrari or Lamborghini, but not one that’s not so expensive that you have to sell your vital organs, then the base Alfa Romeo Brera will do the job nicely.

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Further details of the Alpha Romeo’s stunning 8C Competizione have emerged in the run-up to the Paris Motor Show. The two-seater will feature advanced lightweight carbon body panels and an all-new 4.7-litre V8, developed in conjunction with Maserati. This powerplant produces 450bhp and 470Nm of torque which, combined with the lightweight construction, should ensure blistering performance. It will sound the part as well, thanks to electronically controlled valves in the exhaust system.

The new Alfa is fitted with a Ferrari-style semi-automatic transmission, so drivers can use paddles on the steering column to change up and down ratios. Meanwhile, the seats are made of carbon fibre, while double-wishbone suspension will ensure the Competizione has handling to match its looks.

Prices are set to start at £100,000, or about £20,000 less that the entry-level Ferrari F430. But with an annual production run of only 500, customers will be guaranteed exclusivity when the 8C arrives in showrooms next year.

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