Alfa Romeo Mito
Advice on buying the best.
Even ardent Alfa aficionados would admit the company has had mixed fortunes over the years, with numerous attempts to reboot the historic brand and prevent it from disappearing altogether. Current owner Fiat Chrysler Automobiles is still at it, pinning its hopes on a raft of new models between now and 2022, a number of which will be SUVS. Rewind 10 years and Alfa’s plan was to enter the market for premium small cars – one dominated by the MINI, and soon to be joined by the likes of the Audi A1. The result was the Mito.
Combining compact dimensions and punchy engines with distinctive styling, it was announced in March 2008, made its UK debut at London’s British International Motor Show later that year, and officially went on sale here on January 24, 2009. Named after the Italian cities of Milan and Torino (where it was designed and built respectively), Alfa’s return to the small car market since the revered Alfasud certainly looked the part. Flared wings gave it a satisfyingly sporty stance, while the prominent grille and offset numberplate up front and LED lights at the rear added further character. With production having officially ended, now is the perfect time to investigate how the Mito stacks up for the used car buyer.
SPEC & EQUIPMENT
Decently equipped from the outset, there were three trim levels at launch, all of them getting air-conditioning, the Q2 electronically-controlled limited-slip differential and Alfa’s new DNA system that allowed drivers to select Dynamic, Normal or All-weather modes. Claimed to be a segment first, DNA altered settings for the steering, brakes, engine, suspension and gearbox.
At £10,975, the entry-level Turismo also featured electric/heated mirrors, 16-inch wheels, auto-closure alarm/ immobiliser and an RDS radio and CD hi-fi. Upgrade to Lusso trim and niceties such as fog-lamps, chrome exhaust pipes and steering-wheel audio controls joined the equipment roster. Finally, there was the Veloce, which cost £14,975 with the 155bhp petrol engine, and included 17inch alloys, a bodykit, red brake calipers and the Blue&me multimedia system as standard. Developed with Microsoft, Blue&me integrated Bluetooth, voice control and audio functions.
Alfa continued tinkering to keep the Mito competitive with premium rivals. The first change came in March 2010, when top-spec Cloverleaf trim was added for the 170bhp Multiair engine, with 17-inch alloys and adaptive dampers being highlights. The Turismo Sport of August 2010 cost £12,895-£14,410 and boasted cruise control, a rear spoiler and Blue&me among the standard goodies.
Come April 2011, the range was streamlined from 17 versions to just nine. The entry-level offering was named Progression, Sprint replaced Turismo and Lusso, Distinctive superseded Veloce, and Quadrifoglio Verde (QV) topped the range. The QV was revised a few months later and, costing £18,755, it featured 17inch alloys, Alcantara interior trim, bucket seats and electronic adaptive dampers.
For the 2014 model year, it was all change again. The Mito received exterior tweaks including a chromed grille, rear privacy glass and a new Matte Magnesio Grey paint option. A revised dashboard design and better cabin plastics were accompanied by the addition of the Uconnect five-inch touchscreen infotainment system, while trim levels were now designated Sprint, Distinctive, Sportiva and QV.
The revised QV of June 2014 cost a hefty £20,210, but it did get the 170bhp Multiair engine and paddle-shift twin-clutch gearbox, along with exterior enhancements and DAB radio/ sat-nav as standard.
Which brings us to February 2015 and yet more tinkering, including a new entry-level Progression model with standard alloys, aircon and the Uconnect system; it cost £12,760 with the 78bhp petrol engine. Also added was the Junior, which Alfa claimed was inspired by the GT 1300 Junior from 1966; marketing flummery aside, it was intended as an insurance-friendly package and featured enhanced looks and a choice of 105bhp Twinair or 85bhp diesel engines.
The last major change was reserved for the 2017 model year, the range now comprising Mito (replacing Progression), Super (instead of Distinctive), Speciale (replacing QV) and Veloce trims. A Lusso option pack at £1750 brought dual-zone climate control, heated front seats and leather upholstery.
WHAT GOES WRONG
With engines considered broadly robust, there’s not a great deal that goes wrong, but – and it’s a big but – only if they have been looked after properly. Despite Alfa’s enthusiast following, early examples may have been neglected, so find one that’s accompanied by a fat sheaf of maintenance bills, particularly the later Multiair engines. It’s crucial these units get the correct grade of oil – it seems even Alfa dealers can get caught out here – if expensive failure is to be avoided. A cheap (about £30) but awkward-to-reach filter is incorporated on these units (it’s separate from the main engine filter) and incorrect lubricant leads to blockages – check it’s been changed and watch for top-end noise or misfires that indicate problems.
The 1.3 diesel and Twinair units aside, Mito engines feature cambelts and it’s advisable to change them at 72,000 miles or five years; specialists will charge £200-300, but kits are around half of that if you want to do it yourself. As for general servicing, intervals were shorter for pre2012 cars at 9000 and 12,000 miles for petrol and diesels respectively, increasing to 18,000 and 21,000 miles after this point. Costs aren’t prohibitive if you use one of the many Alfa specialists, so there’s no excuse for gaps in the history.
Naturally, there’s the usual matter of deciding whether an oil-burner is really required, given the usual issues of EGR and DPF blockages. Although diesels offer superior economy, the lively petrol engines better suit the Mito’s character.
One last thing worth checking is the state of the exhaust system, as rear silencers have a tendency to rot earlier than expected.
RUNNING GEAR
The Mito’s suspension adhered to small-car conventions with Macpherson struts up front and a semi-independent torsion beam axle at the back. Aiming for sporty handling and responses, Alfa employed a few tweaks, including dualacting dampers and coilover springs within the dampers that acted in parallel with the main springs. Despite that, the
ride and handling weren’t universally praised by road-testers of the day, often comparing unfavourably with the broadbatted abilities offered by the MINI. However, it’s a reliable set-up so long as penny-pinching owners haven’t ignored leaking dampers and worn bushes (front upper strut mounts wear early, too, but are cheap to replace).
The brakes – all-disc with aluminium or cast-iron calipers depending on the model – are equally trouble-free, and a reputable Alfa specialist will charge around £350 to refresh the discs and pads all round.
The electrically-assisted power steering can prove more troublesome, so watch for dashboard warning lights and steering that feels notchy or oddly weighted on lock. It’s normally down to electronic failures within the unit and you’re looking at £350 or so plus labour for a refurbished unit; new ones are nearer twice that amount.
More impressive was Alfa’s focus on safety. The Mito was crammed with all manner of electronic assistance systems, from stability and traction control to emergency brake assistance with a hill holder function. Dynamic Steering Torque also featured, with the system able to make minor steering corrections that improved stability and minimised loss of control through oversteer. It’s all reassuring stuff, but keep an eye out for any warning lights indicating malfunctions.
TRANSMISSIONS
Launch models had a five-speed manual box for the 120bhp 1.4 TB, and a sixspeed manual for the rest of the range. The latter was the M23 unit, which gained a reputation for fragility, but a revised C635 six-speeder was announced in March 2010, initially paired with the 170bhp Multiair. Developed by Fiat Powertrain Technologies, it claimed improvements in shift quality and quieter operation, as well as reduced friction for greater economy, but it wasn’t entirely trouble-free.
In 2011, Alfa joined the ranks of carmakers offering dual-clutch automatic transmissions. The TCT box was a sixspeed, dry-clutch unit offered initially with the 135bhp Multiair engine and claimed higher performance and better economy; with the stop/start system, a 10% improvement in fuel consumption over a torque converter transmission was claimed. Responsive and fun to use with the optional paddle shifters, it’s broadly reliable, although there’s chatter on online forums of sensor and actuator issues, so ensure it swaps gears smoothly and with no hesitation.
Back to that M23 manual, upwards of 70,000-80,000 miles is where bearing wear can rear its head. Symptoms range from whines and crunches to difficult gear selection, jumping out of gear and excessive gear-lever movement; any one of these means a rebuild is on the cards. Don’t ignore issues as it’s generally cheaper to repair the earlier it’s caught, but you could still be looking at paying more than £600. You could try a used one, but it could be equally bad.
BODY, TRIM & ELECTRICS
While the three-door body hindered practicality a little, it was no worse than many of its rivals and, once inside, there was decent space for passengers. The 270-litre boot was par for the course, while safety was to the fore with the Mito earning a five-star EURONCAP rating courtesy of multi-stage airbags (there were seven in all) and an antiwhiplash head restraint system.
Corrosion isn’t an issue unless it’s a result of poorly-repaired accident damage, but the paintwork gained a reputation for being a bit soft. This can result in extensive stone-chipping around the nose and rear wheelarches, so don’t be surprised to find evidence of previous rectification.
The frameless door windows can squeak annoyingly, but lubrication cures it, and should you need exterior trim, like bumpers and mirrors, there’s a ready supply of used parts at reasonable prices.
Head inside and there’s a stylish cabin with all manner of trim and upholstery finishes depending on age and model. It doesn’t wear too badly, although it pays to check for the usual scuffs and abrasions on hard-used early examples. And make sure that the air-conditioning still works, as the cost of getting it going again means it’s often ignored once it fails. Similarly, a misbehaving heater fan points to a failed resistor – located beneath the glovebox, it’s a cheap DIY fix, as is a rattling glovebox lid which just needs careful adjustment of the top latch.
Which brings us to electrics, traditionally the Achilles heel of older Italian cars, but where the Mito actually fares quite well, with most issues due to a failing battery. Any item more than four years old is best replaced to avoid the appearance of spurious warning lights and other electrical misbehaviour. Ensure that major earth points are secure and not corroded, too.
That said, you should ensure that everything works as it should, especially infotainment systems and the like. There’s also reports of early cars suffering from alternator failure caused by water draining onto it from the scuttle; a modified drain tube cures the problem.