Alfa Romeo Giulia 2017 Review

Alfa Romeo Giulia sedan
International Launch Review
Milan, Italy

Affordable four-door Ferrari… Just savour those words for a minute, because that’s precisely what the new Giulia Quadrifoglio (QV) is shaping up to be. Powered by a Ferrari-developed engine and created by some of the same folk who work at Maranello, the 375kW super sedan is damn near as quick as the old 458 Italia round the Nurburgring. But to fixate on the fastest-ever road-going Alfa would be a mistake because the Giulia is nothing short of a milestone for the Italian car-maker. The marque’s first rear-drive car in three decades finally seems to have the wherewithal to take the battle to Audi, BMW and Mercedes-Benz.

Hopelessly idiosyncratic the Alfa 75 might have been, but the ungainly 1980s sedan was probably the last time the car-maker could beat BMW where it hurt, dynamically.

No coincidence then that the 75 was the very last rear-wheel drive car Alfa Romeo made. Its subsequent front-drive cars, though capable, have never quite measured up.

All that changes with the new Giulia.

“Make or break” is how Alfa’s boss described the new sedan and he’s not kidding.

The car-maker’s parent company Fiat Chrysler Automobiles has ploughed over a billion dollars into the new lightweight steel platform alone. For good reason: the new architecture will spin-off eight new models from replacements for the MiTo and Giulietta hatchbacks to a family of SUVs and a full-size luxury sedan, as well as a wagon version of the Giulia.

Underpinning the Giulia, the lightweight but extremely stiff structure gives the BMW 3 Series-size sedan its long bonnet, short front and rear overhangs and the longest-in-class wheelbase.

It also helped that the engineers have carefully shuffled weight to ensure an optimum 50:50 weight distribution to match its rivals.

Unlike the flawed 4C sports car, Alfa’s had plenty of space to not cut corners with the suspension and that’s why there’s optimum double-wishbone suspension up front and a multi-link set-up at the rear. Both set-ups facilitate the widest range of available calibrations -- so there’s no excuse to get it wrong.

The no-compromise approach continues with the decision to place the steering rack ahead of the engine to allow the mechanicals, whether they be the powerful Ferrari-developed V6 twin-turbo or regular diesel or petrol mills, to sit far lower in the engine bay.

Keeping weight down are carbon-fibre prop-shafts for all models -- almost unheard for a mainstream sedan. Carbon-fibre also features heavily to cut mass on the QV version with the roof, bonnet, front splitter and rear spoiler all made from the ‘black’ stuff.

Finally, the rest of the weight-saving measures applied to all models comprises the widespread use of aluminium for the suspension components, brake callipers, structural cross-members, doors, wings and even the all-new diesel engine. No surprise Alfa is now claiming the Giulia is lightest in its class.

Initially, just three engines will be available. We’ve already mentioned the light-weight 2.1-litre diesel that cuts 30kg off the kerb weight. It’s available in either 110kW or 132kW versions with an identical torque peak at 1750rpm.

On the petrol side of things there’s the choice of a 147kW 2.0-litre turbo or the engine most enthusiasts are excited about, the Ferrari-developed 375kW/600Nm twin-turbo 2.9-litre V6 that powers the fastest Guilia, the QV.

Later on in its lifetime a plug-in hybrid will arrive in the line-up, curiously inheriting its powertrain from the US-only Chrysler Pacifica people-mover.

The most powerful twin-turbo V6 isn’t all-new. It actually started life under the rear bootlid of the Ferrari 488 GTB. To adapt it to for the smaller sedan (and the future rumoured Ferrari Dino ‘junior’ supercar), Maranello engineers lopped two cylinders off the 488’s 3.9-litre V8 to create the V6. Yes, the 90-degree angle is less optimum but in reality it suffers none of the balance issues other engines (like the Holden V6) never quite overcame.

Like the rest of the Giulia range, all models we get will come with the ZF-sourced eight-speed automatic. Yes, Australia will miss out on the manual. Also not available in right-hand drive variants is the option of all-wheel drive.

Interestingly, in the quest for the QV to make up for the traction deficit there’s the option of a new mechanical differential that comes with two small clutches that sit either side, representing effective torque vectoring device.

At Alfa’s test track at Balocco in northern Italy this week in teeming wet conditions and standing water, we were unlikely to replicate Alfa’s claim the QV will hit 100km/h from standstill in 3.9sec. Nor on the short straights of the proving ground were we going to be likely to come close to verifying its incredible top speed of 307km/h. But we gave it a go!

Behind the wheel, the sighting lap in the manual version (the one we’re not getting) was an enlightening experience.

Traction is remarkable off the line, but the gearshift is not quite as slick and only just keeps up with the twin-turbo V6 as it charges to its ignition cut-out. Entering the first right-hander and the steering rack feels far too quick, but it’s a false impression… Two corners later and I’m glad of its responsiveness, as in these damp conditions snap-oversteer is alarmingly prevalent.

Letting the side down is the QV’s almost tread-less Pirelli P Zero Corsa tyres. They’re too extreme for this sort of weather, but there is still balance to be found if you’re careful on turn-in.

Also standing in the way of our enjoyment was the Alfa’s unswitchable stability control system, which catches a slide and promptly snaps you back into shape just as the QV’s friendly characteristics begin to unravel.

There’s none of the M3/M4’s spikiness on the limit but we can’t help but miss the Mercedes-AMG’s more heroic V8 soundtrack as we once again chase the redline.

Swapping manual for the eight-speed auto tranny (the one we will get!) adds another level of polish to the QV’s repertoire. Gearshifts are fast (almost dual-clutch fast) and the large aluminium paddles feel great. Unlike some of the Alfa’s rivals, they are also well worth using as the engine holds gears to the redlin,e negating any unsettling, unscheduled mid-corner up-changes.

Brakes are powerful, especially with our car’s optional carbon-ceramic rotors.

With a perfectly smooth surface track and zero bumps, Alfa’s proving ground is little challenge for the fastest Alfa. Remember, this is the place renowned for flattering even dynamic duffs like the 4C. We’d loved to have tried the Italian super sedan on bumpy nearby roads, but with limited cars available, we were not allowed to leave circuit.

The most powerful 132kW 2.1-litre diesel was the next Giulia we sampled. Featuring another all-new engine, the oil-burning Alfa still feels quick, even with a third of the power of the QV. Thank the fat torque peak for that, helping the diesel Giulia hit 100km/h in 7.1sec.

What isn’t so good though is that, despite being a smooth and enthusiastic little operator, its best efforts are accompanied by a gruff soundtrack.

Reach the hills and mountains nearby the test track and the turbo-diesel Giulia’s ride startles with its ability to deal with country roads. Bumps, cracks, the odd pothole and poor resurfacing (just like Down Under); this Giulia shrugs them all off, demonstrating fine damping calibration and surprising comfort for a sports sedan.

Grip levels are high, evidence of the costly investment in expensive suspension. But it’s not perfect. While the Giulia resists washing wide on tighter corners when the inevitable understeer does arrive, the Alfa’s steering does little to telegraph what’s about to happen.

More frustrating is that coming off the throttle does little to alter things. Applying more power helps begin the transition to a slight oversteer stance, but just as that’s happening the non-switchable stability control calls time -- even when used in its loosest ‘Dynamic’ setting.

This is a shame because it makes the non-QV Giulia feel inert, less playful and not as entertaining as, say, the benchmark BMW 3 Series. Fortunately, none of this prevents the small Alfa’s storming cross-country pace… Whatever fuel feeds the engine.

We had a long wait for our test drive of the petrol 2.0-litre. This is partly because reliability glitches hit the car we were meant to drive.

Our replacement was faultless but others reported numerous failures of the infotainment system. This is not unusual on car launches but still a little worrying. Reliability -- or lack of it -- has frightened off potential Alfa buyers in the past.

The smooth petrol four is worth the wait, however, and is the pick over the diesel. It’s quieter and sounds better. That said, both are hushed and comfortable places to spend time on the highway, where the excellent eight-speed auto coasts down declines saving valuable fuel for the inclines.

With the serious driving done, it gives us time to appreciate the cabin. It’s fine for style but as far as quality goes an Audi A4 walks all over it.

Curiously, the Giulia misses out on the Fiat Chrysler empire’s most up-to-date UConnect infotainment system. Instead of a touch-screen you’re stuck with a fiddly rotary controller behind the gear lever. Expect Alfa to ditch it as part of a Giulia facelift in a few years’ time.

Access to the rear seats is trickier than you might expect – blame the relatively narrow apertures you must navigate. You sit low in the deeply sculpted rear seats but the trade-off is there’s good headroom and plenty of room for the tall to sit behind the tall thanks to the long wheelbase.

Boot space is decent too, but no bigger than its rivals from BMW and Audi.

Efficiency appears also to another trump card held by the smallest Alfa sedan. On claimed figures, even the mightiest QV manages to average 8.2L/100km while emitting 189g/km of CO2. The most efficient diesel matches the BMW 320d’s ability to return a fine 4.2L/100km (109g/km of CO2).

The Giulia should arrive Down Under in early 2017, sometime after Europe gets the Italian sedan this winter. Pricing is set to be aligned with the BMW 3 Series models. For that money you would hope -- and expect -- plenty of standard equipment and, although the trim levels have yet to be set, the car-maker is likely to deliver.

Standard spec in entry-level model is expected to include the firm’s latest collision warning and autonomous emergency braking systems, plus lane departure warning and auto cruise control. If our cars align with the Europe market, the mid-spec Super trim upsizes the entry-level car’s 16-inch alloys to 17s, swaps fabric for leather seat trim and adds the eight-speed auto’s aluminium paddles.

The range-topping QV gets the lot, rides on the largest 19-inch rims and gets more supportive seats, but there’s still a long list of performance-enhancing options like the carbon-ceramic discs, an active front splitter and lightweight carbon-fibre-shelled bucket seats that will add more dollars.

We’ll leave it up to you to decide whether Alfa has done enough looks-wise to win you over. On some levels we wish it could have been a little braver.

Looks notwithstanding, on first acquaintance the Giulia appears to have more than enough charm and talent to be a refreshing alternative to the dull and dreary Germans.

And the QV already feels like a giant-killer... Look out M3!

2017 Alfa Romeo Giulia price and specifications:
Price: TBC
On sale: Early 2017
Engine: 2.1-litre four-cylinder turbo-diesel
Output: 132kW/450Nm
Transmission: Eight-speed automatic, rear-wheel drive
Fuel: 4.2L/100km
CO2: 109g/km
Safety rating: TBC