Is This the Real 21st Century Alfa? Regardless of Alfa's plans for America, the Brera 2+2 adds fuel to our fire.

Byline: MATT DAVIS

So warm was the reception for the Alfa Romeo Brera Italdesign concept when it was unveiled at Geneva in 2002 that the lineup has since been updated to echo that car's front and rear. The made-over 159 is a moderate success and now comes the production Brera itself, which officially replaces the badly dated GTV.

As much as you will see that we like this car, the Brera at any trim level is not one Alfa can start with in the United States. The company needs-and as quickly as its budget will allow-the new 169 near-luxury sedan, the crossover based off the 2003 Geneva Kamal concept and the Brera convertible (a Spyder replacement) that debuts at the Geneva show in March.

Until those products are in place and there is a cost-effective plan for storefronts, distribution and replacement parts across the United States, Alfa cannot even dream of an American onslaught.

But we cut loose anyway and drove the new car, a top-of-the-line Brera 3.2 JTS (high-pressure direct-injection gas) Q4 with sky window roof and a six-speed manual, at Fiat's proving grounds in Balocco, Italy. The autumn sun was out and we had the grounds all to ourselves.

The first job for Q4 Alfas is to peel off about 200 pounds. It is one thing to feel as heavy as a BMW 330xi, but it's another to stay true to your school. Alfas are desirable for their lightness. Going head to head with a Bimmer doesn't mean you should weigh as much as one.

For this reason, the Brera 3.2 Q4 is much more fun when kept high in the rev range, especially on cool, dry pavement. Driven this way, with shifts happening at around 6300 rpm and the Vehicle Dynamic Control's anti-slip functions switched off, the Brera starts to feel right-on.