Image Gallery

Exterior Styling

It may be an age-old cliché, but you simply cannot match an Italian car marker for an air of stylishness. And of all the car makers, it is often Alfa Romeo where this style makes cars tug at your heartstrings. Even when reliability was virtually non-existent, and cars would rust in a matter of hours if exposed to even a light mist, many still bought them just because of how they looked.

Thankfully the reliability and build quality issues are a thing of the past. But the beauty remains. And for me the Giulia Quadrifoglio is one of the best-looking Alfas of all time. Bold claim, I know.

The proportions are just spot on. It is curvaceous and sleek, with bulges in all the right places. It looks good from every angle and its kerb appeal is off the charts.

At the front there is the distinctive triangular grille. The triangular shape is further emphasised by ridges on the bonnet, which incorporate air vents to let the bi-turbo V6 dissipate heat.

To the side there are sweeping lines from the front arch, and some sleek side skirts. 19-inch wheels have an open design, allowing you an easy view of the Brembo braking system. Tyre profiles are 45/35 R19 at the front and 285/30 R19 at the rear. Part of me wondered whether Alfa could have made the rear wheel an inch bigger, to further the aggressive stance of this car.

At the back you are drawn to the boot lip spoiler, in contrasting carbon fibre. There is a large rear diffuser and a quad exhausts system which is angled to match the curvature of the bumper. Arguably this is the best view, and to be fair it’s all most other motorists will get to see.

Interior Finish

It was the cabin quality that let the Giulia Quadrifoglio down first time around. It just didn’t have the fit and finish that is to be expected on a car in this price range. And because the Alfa Romeo is talked about in the same breath as the BMW M3, dodgy trim just isn’t going to cut it.

Thankfully Alfa Romeo realised this, and has updated the cabin on this latest Giulia Quadrifoglio. There is, overall, a much better feel than before. Most notable is the new gear shifter, which is now clad in leather with contrast stitching, and the infotainment dial, which feels much more robust than its flimsy predecessor.

That’s not to say that Alfa Romeo couldn’t have gone a little bit further. The instrument cluster is the biggest missed opportunity – a fully-digital one with several Quadrifoglio-specific displays would have elevated the cabin immensely. There is no ambient lighting as standard, and more extensive use of alcantara would have given a more racing feel.

But there is a lot to like about the Giulia’s cabin. The standard seats are deeply bucketed with ample bolstering, though you can still opt for a Sparco Carbonshell if you prefer. The engine start button located on the flat-bottomed steering wheel is a lovely touch, as are the oversized aluminium gear shift paddles.

The sweeping dashboard is clad in a soft-touch leather with contrasting stitching, and there is more carbon detailing than before; on the centre console, dashboard and door cards.

The infotainment screen is neatly incorporated into the dashboard, although it does look a little on the small side. The switchgear in general feels robust, and you certainly feel like you’re in a car with a £70k price tag now. Unfortunately, it just isn’t quite as good as a BMW M3.

Engine/Performance

There’s a saying that “if something isn’t broke, then don’t fix it” and that’s exactly the approach Alfa Romeo has taken in the engine department with the revised Giulia Quadrifoglio.

It has the same engine as before, and it is a beauty. The 2.9-litre, bi-turbo V6 is rumoured to be a Ferrari V8 with two cylinders chopped off the end. I say rumoured, it’s all but considered a fact. Alfa Romeo has never confirmed this officially, but equally has not denied it either… take from that what you will.

If you’re playing a game of Top Trumps, the Giulia Quadrifoglio is a good card to have. Headline figures are 510PS, 600Nm of torque. Sent to the rear wheels via an 8-speed automatic gearbox it will go from 0-62mph in 3.9 seconds and on to a top speed of 191mph.

Drive mode is selectable via the Alfa D.N.A. selector, being Dynamic, Normal and All-weather. For the Quadrifoglio also gets a Race mode, which sets the car up for track use. But it’s in this most dialled-in setting where those quad exhausts really come to life. The V6 barks and shouts as you stab the loud pedal, and will have you grinning in no time.

That’s with the standard exhaust too. I can only imagine how good the optional Akrapovic exhaust system sounds. In fact, that seems a good excuse to get Alfa Romeo to give me another test car…

The Giulia Quadrifoglio is most satisfying to drive in manual mode. There are two elongated gear shift paddles behind the steering wheel, which are fixed in place so you still know which is up and down irrespective of where the wheel is. In Race mode shifts are quicker, and noticeably punchy. It puts you right in the centre of the action.

Ride/Handling

Considering that this car has quite a lot in common with the Stelvio Quadrifoglio, they feel totally different from behind the wheel.

There is no doubting that the Q4 all-wheel drive system in the Stelvio allows you to put more of its power down, more often. But it just doesn’t offer the same purity as you get with the Giulia.

Everything about this car is just designed to make it outstanding to drive. It has near-perfect 50:50 weight distribution, and in a front-engined, rear-drive car that makes for perfectly balanced, predictable drive.

You can feel what the rear tyres are going to do; when they have grip and when they are reaching their limits. Even in Race mode, where the stability control is set to ‘off’, the Alfa doesn’t turn into an un-drivable maniac. It is progressive and communicative in how the back end behaves. Sure, if you got the Giulia Quadrifoglio on a track you could have some ridiculous drifts on the go, but it can still be civil on the road even in its most-hardcore setting.

The brakes are a high-power Brembo setup, with 6-piston calipers at the front and 4-piston calipers at the rear.

The steering is nicely weighted and direct. With none of the drive to worry about they can focus on their job of turning. Coupled with a limited-slip differential and torque vectoring, the Giulia turns in instantly, and sharply. Point the nose where you want it and it will go.

Suspension changes noticeably across three damping settings – Soft, Mid and Firm correspond to Normal, Dynamic and Race drive modes respectively. You can knock the damping back a setting, e.g. from Firm to Mid in Race mode, but we would still like to see a bit more customisation available in the drive characteristics.

Economy

When it comes to running costs a 510PS, bi-turbo V6 is never going to do you any favours. It probably comes as no surprise, therefore, to find out that the Alfa Romeo Giulia Quadrifoglio is a thirsty thing.

Combined fuel consumption is 28.0mpg on the WLTP cycle, but you’d have to taking it pretty easy to see this kind of figure. Drive the Giulia in the way it implores you to, and you can expect a return of 20-ish. Still, for a 191mph car that weighs 1,620kg it’s still not that bad.

CO2 emissions, again on the WLTP cycle, are 228g/km which makes little difference in the grand scheme of things. The first-year VED is a hefty £1,910, but this is absorbed into the purchase price. Future years are at the standard rate, currently £155, and also subject to the VED Surcharge of £335 in years 2 to 6.

Given that any rivals are going to cost more than £40,000 and be subject to said surcharge, there is no splitting the Giulia from its competition. For what it’s worth, the WLTP combined consumption of a BMW M3 Competition is 27.7mpg so, yet again, it’s a pretty fair fight.

Practicality

The German super saloons have set benchmarks for practicality. The BMW M5 was always a businessman, in a three-piece suit, but with running shoes on. It could hold its own in the corporate world and then run the 100m in sub-10 seconds. In other words, it does it all.

You get the same concept of well-roundedness with the Alfa Romeo Giulia Quadrifoglio. Yes, it looks much more aggressive than the standard car, but that doesn’t impact use in the real world.

There is plenty of space in the cabin, and the outer rear seats are fine for adults. Even with the standard, bulkier sports seats (the Sparco Carbonshell options have a slimmer back) there is plenty of legroom. The 4-door configuration makes it easy to get in and out of, too.

Boot space is a rather generous 480-litres. It’s no coincidence that the BMW M3 also offers 480-litres; Alfa knows where its market is. The saloon bodyshape means that the opening is somewhat limited, but you’ll still be fine with suitcases and the like.

One aspect that is noticeable on this high-performance model is that there are some unusual traits when not being a hooligan. At slow speeds, there is a sort of grabbing sensation from the front wheels, like they are catching something. And the long gear paddles may be a godsend on the track, but they can be a nuisance when trying to operate the indicator and wiper stalks.

But niggles aside, the Giulia Quadrifoglio is an easy car to live with. It cruises comfortably on the motorway, and in Normal mode it is comfortable and refined. It isn’t a shouting lunatic all the time, which makes it better for everyday life.

Equipment

Since the Quadrifoglio is the flagship of the Giulia line-up, it is specified as such. There are some optional extras, however the standard specification is more than enough to live with. That leaves many of the extras down to personalisation touches, which is nice.

The Giulia Quadrifoglio benefits from a full aero pack, including the rear diffuser, sports bumpers, sports grille, quad exhaust and 19-inch alloy wheels. The standard colour is ‘Alfa Red’, with several others available at extra cost.

Some of the technology that is standard on the Quadrifoglio model includes Active Aero, Active Suspension, Active Torque Vectoring, Chassis Domain Control, Alfa D.N.A. Pro with Race Mode and, most importantly, a red starter button on the steering wheel. All of this helps the Giulia Quadrifoglio be one of the most competent – yet playful – handling cars out there.

When you have a car capable of 191mph, safety is paramount. The Giulia Quadrifoglio scores the maximum 5-stars in the Euro NCAP testing, helped by Autonomous Emergency Braking with pedestrian recognition, Blind Spot Monitoring, Forward Collision Warning and Lane Departure Warning; all included as standard

For an additional £1,000 the Driver Assistance Pack Plus adds Active Cruise Control, active blind spot, driver attention alert, lane keep assist, traffic jam assist and intelligent speed control.

Infotainment comes in the form of a 7-inch TFT with satellite navigation, Bluetooth connectivity, DAB digital radio, Apple CarPlay and Android Auto. There’s a wireless charging pad, and you can add a Harmon/Kardon sound theatre, complete with 15 speakers and ambient lighting, for £950.

Where the Giulia feels a little bit behind some rivals is the ability to customise the powertrain – being able to tweak the driving and handling dynamics would elevate this car to a new level. As would a digital instrument cluster with performance displays.

Value For Money

The question of ‘value for money’ is an interesting one where the Giulia Quadrifoglio is concerned. For starters, spending nigh-on £70,000 on an Alfa Romeo is enough to make anyone nervous. But that needn’t be the case.

It’s widely documented by the motoring press that this car is a serious one. It is not some tarted-up saloon with a few flaired body panels. It has a brilliant engine, huge performance and all the uprated mechanical gubbins required in a proper performance vehicle.

It’s also worth mentioning that the Giulia Quadrifoglio is often touted as a viable alternative to the BMW M3; and rightly so. Whilst the Alfa starts at £68,055 on the road, an M3 Competition – which is the only model currently available in the UK – starts at £74,250 on the road. And let’s be honest, I don’t think there will be many who will argue the German looks better…

That being said, there is possibly a greater certainty around residual values with the BMW, and there is a potential that the Giulia Quadrifoglio could see higher depreciation offset that cheaper ‘new’ price.

Some of the options can get costly, too. Carbon ceramic brakes, for example, cost £6,000. Sparco Carbonshell front seats are £3,250, as is the Akrapovic Sports Exhaust (I mean, you would; wouldn’t you!?).

These can add up and take the price of a Giulia Quadrifoglio north of £80,000. But then the same is true of the BMW: carbon ceramic brakes on that are £7,995 as an example.

So overall then, the Alfa Romeo makes a great case for itself. The driving dynamics are sufficient to make the BMW M3 keep an eye over its shoulder. And the exterior styling of this Italian beauty blows it away. Definitely one to consider if you’re after a super saloon.

Facts and Figures

The post REVIEW – Alfa Romeo Giulia Quadrifoglio appeared first on Simply Motor.

Image Gallery

Exterior Styling

Certain things, in certain situations, are a given. And, in the same way that rain is always wet, Alfa Romeo’s are always handsome. The Stelvio Quadrifoglio is one of the finest examples proving that statement as fact.

Performance SUVs are often big, bulky cars. They look heavy and, in some instances, just plain awkward. But the Stelvio Quadrifoglio is almost dainty in its styling, giving a lightweight feel.

At the front the Stelvio resembles a slightly taller Giulia. There’s the infamous V-shaped grille with angular headlights either side. Large air intakes feature in the corner of the front bumper, whilst an offset number plate has a very Italian feel.

Without doubt the best feature at the front is the bonnet; wonderfully curved in shape with a subtle bulge in the middle, and incorporating two vents. It is the perfect mix of beauty and raw strength which, incidentally, is the perfect way to sum up the Stelvio Quadrifoglio.

At the side, there’s a rather large Quadrifoglio (4-leaf clover) badge, and 20-inch 5-hole alloy wheels finished in dark grey. These look superb, especially when contrasted against the amazing tri-coat Competizione Red (a £2,500 extra). Colour-coded arch trims provide a subtle degree of flair, while privacy glass blends seamlessly with black window surrounds.

The prettiest lines on the Stelvio Quadrifoglio are at the rear. The lines are softer, and more curvaceous than the poised front end. The roof spoiler extends down the side of the rear window to hug those curves.

The rear bumper incorporates a centre diffuser. Either side of this is a pair of tailpipes, which are tapered upwards to match the bumper line. It’s a small detail, but the result is tremendous.

Interior Finish

Unfortunately, things aren’t so perfect on the inside. The grumbles, which we’ll get out of the way first, come with build quality and feel.

The Stelvio Quadrifoglio is an £80,000 car and, as such, there is a certain expectation of craftsmanship and quality that simply isn’t met. Some of the switchgear is a little cheap, epitomised by the rather horrid multimedia control, which is plastic and flimsy. It’s the same story with the gear selector.

The technology also feels somewhat primitive. We’d hope for a larger, more engaging multimedia screen, and analogue dials mean that there is no scope to create a unique Quadrifoglio display; something which would really immerse the driver.

It’s not all bad, though. The use of glossy carbon fibre throughout the cabin is inspired. It’s on the face of the dashboard, the centre console, the door cards and – for an extra £425 – on the steering wheel too.

The biggest use of carbon fibre is also one of the most expensive options available on the Stelvio Quadrifoglio: Sparco Carbonshell sports seats. They cost – wait for it – £3,250 but we would struggle not to tick the option box. They are less bulky than the standard seat, and the fully-exposed carbon fibre back is in keeping with the finisher throughout the cabin.

The use of both leather and alcantara enhances sportiness, and red contrast stitching complemented the exterior paint. Other colour combinations are available for you to complement different exterior colours.

The optional steering wheel also uses alcantara and, thankfully, the oversized gear shift paddles are aluminium. Those are nice materials to feel and to hold, which is important when you’re sat in the hot seat.

Engine/Performance

The Alfa Romeo Stelvio Quadrifoglio is a performance SUV; a segment that is becoming increasingly crowded. And yet when it comes to performance – perhaps the most important aspect with these cars – the Stelvio Quadrifoglio is head and shoulders above the rest.

Under the bonnet lies a 2.9-litre Bi-Turbo V6 petrol engine. Word on the street is that it is a Ferrari V8 with two cylinders omitted. This has never been officially confirmed, but then it’s not been denied either… take from that what you will.

Power is a fierce 510PS and 600Nm of torque. This is sent to a Q4 all-wheel drive system via an 8-speed automatic gearbox. The associated performance figures are truly blistering: 0-62mph in 3.8 seconds, and a top speed of 176mph.

That’s actually slightly faster to 62mph than the Giulia Quadrifoglio, thanks to that Q4 all-wheel drive system.

The Stelvio uses a tweaked version of Alfa-Romeo’s DNA drive system, which stands for ‘Dynamic’, ‘Natural’ and ‘All-weather’. For the Quadrifoglio model, this is expanded to include a ‘Race’ mode. Settings for steering weight, throttle responsiveness, suspension firmness and exhaust not all vary by mode.

Race mode is where you want to be, as this allows the V6 to bark through its four exhausts. The throttle response is electric, and the gear shift savage. It makes the Stelvio Quadrifoglio feel alive, especially if you take control using the gear shift paddles.

You need only touch the paddle and you are propelled to the next gear, where the surge of acceleration continues to pin you back in your seat. You get cracks from the exhaust on both up and down shifts; it’s pure, smile-inducing euphoria.

Ride/Handling

In addition to not looking like an SUV, the Alfa Romeo Stelvio Quadrifoglio doesn’t drive like one either.

The Q4 all-wheel drive system is actually biased to the rear. It will move power to the front wheels for additional grip, but for the most part the Stelvio behaves very much like its saloon counterpart; the Giulia.

That means the Stelvio Quadrifoglio is nimble, and playful. Give it a bootful round a corner and the back end will step out. Not majorly – by the time you’ve dialled in a couple of degrees of opposite lock the Q4 system will have sent some power to the front to keep you facing the right direction – but enough to put a smile on your face.

The steering is perfectly weighted and, despite lacking in feel, is direct enough to inspire confidence on a technical, demanding road. The perfect 50-50 weight distribution – an impressive feat of engineering on a car like this – undoubtedly helps.

Our test car had the optional carbon ceramic braking system. It’s not a cheap option either, at £6,500 – but you can’t fault the stopping power. There are no issues bringing the not insubstantial 1,830kg Stelvio Quadrifoglio to an abrupt halt. We haven’t tested the standard brakes, but do wonder whether you really need to spend so much money for something that is really for use on the track.

The Stelvio has an adaptive suspension setup which alters based on the drive mode. There are three damping settings – ‘Soft’, ‘Mid’ and ‘Hard’ – which range from ‘pleasant on the motorway’ to ‘spine shattering if used at the wrong time’.

Alfa has, thankfully, allowed you to wind back the damping by one setting at the touch of a button. So you can be in race mode, but with mid damping – a formidable combination.

Economy

Anyone who is actually contemplating the purchase of a Stelvio Quadrifoglio will not care about economy. Nevertheless, we shall provide the information on the off-chance someone asks you down the pub and you can tell them just how much fuel your Alfa Romeo drinks.

Combined fuel consumption on the WLTP cycle is 28.8mpg. It’s not exactly impressive, but is actually more than we were expecting. The majority of cars in this segment are thirsty motors.

And the ones that can actually compete with the Stelvio Quadrifoglio on performance tend to use V8s. So in that regard the Alfa is probably one of the more economical cars amongst its rivals.

CO2 emissions are a hefty 227g/km on the WLTP cycle, which is now the standard used by H.M. Government for the purposes of Vehicle Excise Duty (VED). At that level of emissions the VED charge is £1,850 in the first year.

VED is £150 thereafter, but in years 2 to 6 it will also incur the VED surcharge (for cars with a list price of more than £40,000) which adds a further £325 in those years.

The high emissions – combined with a high list price – mean that the Stelvio Quadrifoglio is unlikely to appeal to company car drivers.

There isn’t really a lot more to say. The Stelvio Quadrifoglio can be tame if you use it in all-weather mode, which makes the throttle pedal less responsive. It features start/stop technology, and even has cylinder deactivation.

But ultimately this is not an eco-warrior car. It’s fast, and fun. So who cares that you’ll forever be at a petrol station? At least you’ll get some nods of approval from fellow motorists, which will make you feel better as the Stelvio empties your wallet. Again.

Practicality

One of the main benefits of choosing an SUV as your performance vehicle is that you can have all the exhilaration without compromising practicality. You don’t have to leave the kids at home or abandon the shopping to have fun.

On the face of it, the Stelvio Quadrifoglio fits the bill entirely. It has decent legroom in the back, even with the bulky carbon sportshell seats up front. The middle seat isn’t the most comfortable for an adult, but then that’s true of most cars these days.

The boot is a respectable 525 litres, which is plenty for doing the weekly shop, or shoving some suitcases in for those airport runs.

And yet, the Stelvio scores a measly three stars. “Why?” you might ask. Well, because there are much better performance SUVs to live with every day.

The Alfa is not rated for towing. The standard Stelvio is, and does quite well in fact, but not the Quadrifoglio. If you don’t have anything to tow, you won’t care. But a Range Rover Sport SVR can still pull a horse box.

One of the most annoying traits of the Stelvio Quadrifoglio is how its front differential behaves at full lock, for slow-speed manoeuvring. It grabs, fighting itself. Now this is one side-effect of having a high-performance differential but, again, rivals don’t have this issue.

Combine these issues with the aforementioned quality concerns over certain vital switchgear/controls and it means the Stelvio Quadrifoglio just isn’t refined enough to feel luxurious in everyday life. It is clearly weighted to the performance side of the scale, and excels in this regard. But then why not just buy a Giulia Quadrifoglio and save yourself a few quid?

Equipment

The Stelvio Quadrifoglio has a comprehensive standard specification, which customers will undoubtedly expect at this price point.

20-inch alloy wheels and the stunning Quadrifoglio body styling is standard, as is an interior clad in leather, alcantara and carbon fibre.

There’s plenty in the comfort and convenience category, too. Keyless entry and go, power tailgate, dual-zone climate control, automatic headlights, automatic wipers and cruise control are all standard. For those cold mornings you get heated front seats and a heated steering wheel. If you want more sophisticated convenience then the Driver Assistance Pack adds things like lane keep assist and adaptive cruise control.

On the infotainment front there is Apple CarPlay and Android Auto as standard. In addition, the Stelvio Quadrifoglio has satellite navigation, DAB digital radio and Bluetooth hands-free. And  if you want to properly enjoy your favourite driving songs , the optional Harmon Kardon premium sound system is definitely an option box you’ll want to tick.

It’s also reassuring to know that Alfa Romeo hasn’t held back on safety equipment either. The Stelvio Quadrifoglio features blind spot monitoring, lane departure warning, forward collision warning and autonomous emergency braking. A rear-view camera with guide lines makes reversing a breeze.

Perhaps the most notable omission in the Stelvio Quadrifoglio is some of the latest driver-focussed technology; things like a head-up display, or even a digital instrument cluster. With cars like this, those features only enhance the driving experience.

A head-up display allows you to glance at key information whilst remaining focussed on the road, and a digital instrument cluster would allow for some driver customisation, or even Quadrifoglio-specific display modes. The omission of these is certainly not a deal-breaker, but more of a missed opportunity.

Value For Money

And now we come to the final section which, unfortunately, could be a deal-breaker. We must talk about price, and this is not a strong area for the Stelvio Quadrifoglio.

The starting price for this high-performance machine is £73,195. It’s not what you’d call “cheap” but then neither are its rivals.

But that’s not the end of the matter. There are quite a few optional extras that can be fitted to a Stelvio Quadrifoglio, and some of them cost a pretty penny.

Take the tri-coat Competezione Red paint. Stunning colour, but will cost you £2,500. Choose the dark-coloured alloy wheels and that’s a further £695. Painted brake calipers – black, red or yellow – are £595.

Inside, we love the Sparco Carbonshell Sport seats. But they come with a hefty £3,250 price tag. Furthermore, you also lose the electrically-adjustable seats, and with that goes the heated seats and steering wheel. Ouch.

The carbon fibre and alcantara steering wheel is £425. An opening panoramic sunroof is £1,250. Heated rear seats are £350, and a Harmon Kardon sound system is £595.

The mighty carbon ceramic brakes are a whopping £6,500, and the Driver Assistance Plus Pack – containing more enhanced driver aids such as adaptive cruise control and traffic sign recognition – is £1,500.

By the time our test car was finished, the price was an eye-watering £89,285. Not only does that put the Stelvio Quadrifoglio more directly in the firing line of rivals, but you have to worry about depreciation and residual values. We would hope that a car this special would hold decent value in the second-hand market, but it’s a lot of money to lose if it doesn’t.

Facts and Figures

The post REVIEW – Alfa Romeo Stelvio Quadrifoglio appeared first on Simply Motor.

The Alfa Romeo Giulia was an eagerly-awaited car. On the face of it, the chances of Alfa creating an executive saloon to rival the likes of the BMW 3-series and Audi A4 seemed unlikely. But it arrived in the UK, on a wave of media praise and accolades. The most exciting model is the Giulia Quadrifoglio: a 2.9-litre, 510PS fire-breather with rear-wheel drive and a £61,595 price tag. But we will have to save that review for another date (don’t worry, we’re working on it!) For now though, let’s take a look at one of the more ‘mortal’ models. We got hold of a 2.2-litre diesel Giulia Super to see if it really has the goods to take on the Germans.

Looks – 9/10

If there’s one thing you can be sure of, it’s that an Alfa Romeo will have style. The Giulia is no exception. I hear people say it’s not as nice as previous models, but I disagree. I mean just look at it. The sleek lines that frame the signature inverted triangular grille continue right up the bonnet. The offset front number plate is a nice touch, as is the large honeycomb pattern on the grilles. To the side, a prominent sweeping line from the front wing breaks up what is a curvaceous, fluid side profile. At the rear the natural lip in the boot lid is all the spoiler you need. Twin exhaust pipes provide both symmetry and a sporty image. My test car had optional 18-inch alloy wheels with a matt finish, and they looked superb against the Silverstone Grey of my test car. That being said, the standard wheels aren’t the best, which is disappointing when the rest of the exterior is so handsome.

When opening the door of an Italian sports saloon, you know what to expect. And that’s exactly what you get in the Alfa Romeo Giulia. Sumptuous, leather bucket seats feature the Alfa Romeo logo embossed on the headrest. The steering wheel is big, but flat-bottomed. It even has the engine start button on the wheel, which is the obvious sign of a sports car. The dashboard is fluid, from the deep pods of the instruments, sweeping down over the integrated 8.8-inch Uconnect screen to the prominent circular air vent to the passenger side. If you have the Performance Pack, the fixed-position gear shift paddles are prominent. There are a host of colour options available in the cabin, from the seats to the finishers and even the stitching. Build quality feels good, but unfortunately there are still some iffy plastics about, mostly on the lowermost parts of the doors and dashboard. And that’s a shame.

Handling/Performance – 8/10

The engine in our Alfa Romeo Giulia Super was a 2.2-litre diesel. It puts out a respectable 180PS and 450Nm of torque. This power is sent to the rear wheels – yes this is a proper driver’s car – through an 8-speed automatic gearbox. And thanks to the Giulia’s slim figure of 1,445kg the 2.2 Super can get a shift on. 0-62mph takes just 7.1 seconds and the top speed is 143mph. I think the 8-speed gearbox helps on the acceleration front, and it is simply a delight to drive. On the motorway it keeps the diesel engine to its quietest. When you drive a little more enthusiastically it offers instant changes to keep you on the wave of torque. This is a good engine, and it comes with Alfa’s D.N.A. drive mode select as standard. But somehow a diesel just doesn’t seem to suit a sporty Alfa Romeo such as this. Especially when the alternative is a 2.0-litre turbo petrol engine: with either 200PS or 280PS.

My test car was fitted with the optional Performance pack (£1,950) which adds a limited-slip differential, steering wheel paddles and adaptive suspension. And it’s worth every penny. Because now when you select ‘Dynamic’ on the D.N.A. system, the suspension firms up, the throttle response sharpens, and with those huge gear shift paddles you feel like a racing driver. Even a modest B-road turns into a rally stage, and I have been in few diesel saloon cars that made me feel this involved in the drive. The steering is perfectly weighted and surprisingly sharp. And although 180PS doesn’t sound a lot on paper, the Giulia feels fast. The car is well balanced, and thanks to rear-wheel drive there’s no annoying axle tramp or excessive understeer.

Economy – 10/10

As well as being perfectly capable of hauling the Giulia around, the 2.2-litre diesel is rather economical. It has Start&Stop technology. The 8-speed automatic gearbox keeps the revs at an optimal level whatever the speed. Selecting the ‘All-weather’ mode on the Alfa D.N.A. system gives a more gradual power delivery. Great in adverse weather, indeed, but also great for a more economical drive. Fuel consumption is an impressive 67.3mpg on the combined cycle, and CO2 emissions are a mere 109g/km. That equates to a first payment of £140 upon vehicle registration, and £140 thereafter. Just be careful, because it is possible to tip this car over £40k (my test car was) and that will bring with it a £310 surcharge for 5 years.

Practicality – 8/10

So what’s the Alfa Rome Giulia like to live with? Well, in the front it has ample space. The driving position is superb: the seat and steering wheel has great adjustment to ensure you can set them up so everything is perfectly within reach. Move on to the back of the car, and you will find a frustrating lack of leg room. I’m 5ft7in, and a taller adult would struggle to sit behind me for a longer drive. As with any saloon, the boot is vast albeit with a limited opening. Standard equipment on the Giulia Super includes Alfa D.N.A. driving mode selector, autonomous emergency braking, rear parking sensors, forward collision warning and an 8.8-inch Uconnect navigation and multimedia system. For an extra £950 you can add the Driver Assistance Pack Plus: reversing camera, dimming rear-view and wing mirrors, front and rear parking sensors, auto high beam and blind spot detection with cross-path alert.

Fun – 10/10

I have tried my best to avoid the usual clichés that make up the review of an Alfa Romeo. I could have talked about ‘heart’, ‘soul’ and ‘passion’; but I haven’t. The problem is we are now in the section of the review where I must explain what it is about the Giulia that puts a smile on your face. The styling is superb, and unlike German rivals that’s true of all models. Barring the wheels – of which there are some boring choices – even the entry-level Giulia looks great. The drive is engaging, especially with the optional Performance, which complements the D.N.A. system. The Uconnect system works well, and can be enhanced by a Sound Theatre by Harmon Kardon (£950), to create the perfect driving soundtrack. But above all what puts a smile on your face is the sheer ‘Alfa’-ness of the car. It tells other motorists you like cars: cars with heart, soul and passion. (I couldn’t help it).

Concluding Remarks

The Alfa Romeo Giulia has a lot of things going for it. The looks, even on the base models, are exciting. Not like you would expect any less from an Alfa. The 8-speed automatic gearbox compliments the 2.2-litre diesel, making it a brilliant motorway cruiser. But with the optional Performance Pack it turns into an exciting sporty saloon. The Alfa Romeo Giulia has a lot of character, and it certainly has the goods to compete with its rivals. But it isn’t perfect: rear legroom could be better, and the 2.2 diesel isn’t the most refined at higher revs. I can forgive these minor issues, because from the driver’s seat, I felt like the Giulia was designed with me in mind. This is a driver’s car, which evokes an emotive response amongst petrolheads. In other words: it’s a proper Alfa. The Giulia range starts from £29,875. My test car, with a few options, was a touch under £41,000. That’s perhaps a little closer to rivals than I would have hoped, and it remains to be seen what the residuals will be. So for now, why not head over to the Alfa Romeo website and configure yours. Now where’s that Quadrifolgio…

Total Score – 45/50

The post REVIEW – Alfa Romeo Giulia Super appeared first on Simply Motor.

Alfa Romeo has seen a resurgence under Fiat-Chrysler Automotive (FCA) ownership. I have previously tested the Giulietta and rather liked it. This time I wanted to give its 3-door little brother- the MiTo- a go. I’ve always liked the styling and was curious to see if it had the substance to match. I opted for a sportier model in the QV line. This has the essence of the hottest Quadrifoglio Version, but to a lesser extent. So let’s kick off into the new year, and what a good year it is set to be for the marque; with the hotly anticipated Giulia set for release in September.

Looks – 10/10

The MiTo is built on the same platform as the Fiat Grande Punto, and yet looks much daintier than the Fiat. Alfa Romeo has always been about styling, and the newest models are in no way disappointing. The MiTo looks great from every angle, and in every trim. With the QV Line you get all the sporty touches, such as grey light surrounds, door handles and wing mirrors. This offered a glorious contrast against the optional Tornado Blue paint (£475). As standard you get 17-inch black alloys, privacy glass, and a lovely twin exhaust. The familiar triangular grille looks great at the front, as does the number plate being on one side of the car, making way for the sculptured honeycomb air intake. I still maintain that any car with pillar-less doors is cool, and the MiTo ticks that box.

On the inside the QV touches include white and green stitching on the seats and gear gaitor, dark roof lining, large aluminium pedals, the D.N.A. drive selector, carbon fibre effect trim on the dashboard and sporty red and white dials. The front seats each feature half of the Alfa Romeo logo, which is a superb touch, and the flat-bottomed steering wheel has a similar shape to the centre as is on the front grille. It’s quite chunky too, adding to the sporty feel. The multimedia screen for the Uconnect navigation system (£750) sits nicely in the dashboard, although it is a little on the small side. I’m not overly struck on the information screen on the dashboard either; the single-colour display is a bit ‘old hat’ these days. Minor issues in the grand scheme of what is a nice looking little car.

Handling/Performance – 8/10

Total Score – 46/50

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