On the road, the new Stilo was a paragon of European car solidity. The controls felt hefty, the ride unperturbed by the nastiest of bumps. A surprise, considering the car’s otherwise state-of-the-art specs, is its use of traditional MacPherson struts in front and a semi-independent torsion beam for the rear. Higher-end versions, however, have a full complement of electronic aids like ABS, EBD (electronic brake force distribution), ASR (anti-slip regulation), MSR (stability control), and Brake Assist, the latter adding extra braking force when sensors detect a panic braking situation but the driver is unable to step on the brake pedal hard enough.
Perhaps the Stilo’s piece de resistance is its Selespeed manual transmission. Unlike Mitsubishi’s Sports Mode, Porsche’s Tiptronic, and BMW’s Steptronic, which are all automatic transmissions that can be shifted manually, Fiat’s Selespeed is a genuine manual transmission that automatically or manually (depending on the driver’s needs) shifts without a clutch.
The technology is virtually identical to Ferrari’s F1 gearbox found in its F355 and 360 Modena sports cars — and, of course, to Michael Schumacher’s race car. The Selespeed is actuated using two paddles behind the steering wheel. Pull the paddle on the right and you get a downshift, pull the left one for an upshift. A central computer will engage the clutch and even rev the engine when you ask for a quick downshift. When driving in traffic, one can switch it to full automatic and it will shift up and down by itself, albeit a bit more harshly than traditional automatic transmissions. But for the ultimate F1 experience, Selespeed is the way to go.
Truth be told, some of the car’s controls — the steering wheel and feel, for instance - reminded me of an Opel’s, General Motors having sealed an alliance with the Italian giant. Fiat officials, however, pointed out that the Stilo was conceived and its manufacturing processes finalized way before the merger.
Inside, a lot of thought apparently went into the car’s overall cabin design. It is almost impossible to find an interior detail that betrayed any cost-cutting intention. Space, considering the car’s tidy exterior dimensions, was surprisingly generous. It should provide its tall European customers with all the leg- and headroom they need.
Other novel features are a SkyRoof sunroof system that opens like glass louvers that slide rearward for an extra-large opening and a rear-mounted boxed subwoofer that give audio performance akin to high-end customized systems. A GPS navigation system, steering wheel-mounted aircon and audio controls, cruise control, H.I.D. headlamps, white-faced gauges, seats that can be configured like a minivan, and the jewel-like 2.4-liter 24-valve V6 (among many other nifty details) are just some of the features that set the Stilo apart from its class rivals.
No prices were quoted at the press launch as the car was due to hit European (and some lucky Asian) markets in November yet. Unfortunately, Fiat Auto S.p.A.’s regional office in Malaysia has no immediate plans to bring the stylish Stilo, which counts the VW Golf, Ford Focus, and Opel Astra as its competitors, to the Philippines (through local Alfa Romeo distributor Auto Prominence Corp.). It’s definitely our loss, as the car is truly one of the best in its class — indeed in any class. Don’t be surprised if it wins the European Car of the Year award next year. It’s that good.