Alfa Romeo Giulietta 2.0D Distinctive TCT 2013 Review

So Alfa Romeo wants to become a mainstream player in the Australian new car market? We’re so used to the Italian marque over-pricing and under-delivering it actually takes a mindset change to come to terms with the concept.

Recent price cuts certainly helped get the message across. The 2.0-litre turbodiesel version of the Giulietta ‘Distinctive’ five-door hatchback we’re testing here, with its standard dual-clutch TCT gearbox, drops no less than $5740 to $35,250.

It might not quite be down in Mazda3 Diesel (manual only - $27,360) and Holden Cruze Diesel (CDX - $31,040) pricing territory, but it’s still a substantial hack, an impressive statement of intent, and most importantly puts the Giulietta on a whole bunch of consideration lists for the first time since the 147 replacement went on-sale here in early 2011.

The Distinctive 2.0D is one of three mainstream Giulietta models that Alfa offers in Australia – the other two come with a 1.4-litre turbo-petrol engine fitted with either a six-speed manual or TCT dual-clutch automatic transmission. Their pricing dropped even further - by $7640 to as low as $29,450.

The top-of-the-range Giulietta QV hot hatch was cut by $2840 to $39,150.

All Giulietta Distinctive variants come with the same equipment level; six airbags, stability control, five-star ANCAP safety rating, rear parking sensors, 17-inch alloys (with a space saver spare), dual-zone climate control, cloth trim, cruise control, an electrochromatic mirror and Bluetooth connectivity.

The Giulietta also comes standard with a system dubbed DNA (Dynamic, Normal, All-Weather), which adjusts the operating parameters of the engine, electrically-assisted steering, brakes, TCT and the Q2 differential, which simulates a limited-slip diff in Dynamic mode.

Other interesting technologies include the dry clutch TCT transmission, which is a development of Fiat Powertrain Technologies and is the same dual-clutch concept as Volkswagen’s DSG. It combines with a standard ‘Start&Stop’ (idle stop-start) system to chop fuel consumption by a claimed 10 per cent compared to a traditional hydraulic torque converter auto.

In the turbodiesel Giulietta that equates to an official combined fuel consumption claim of 4.5L/100km. We emerged from a week of varied real-world driving having achieved 6.4L/100km, which is still pretty good.

But it was one of only a few Giullietta highlights – the other primary one being a really distinct and handsome style epitomised by the hawk-ish Alfa Romeo shield on the sloping nose.

But while it looks good, the Giullietta is not that good to drive. In fact it comes across as being not quite finished.

The 124kW/320Nm engine is noisy at start-up and doesn’t really resile much from that once warm. It has throttle tip-in lag and runs out of puff around 4000rpm. It’s at its best through the mid-range where it smooths out and become punchily entertaining. That’s especially the case in ‘D’ mode, because the throttle has quicker response.

TCT is an ally through the mid-range too, happy to quickly chop down a gear even when in ‘N’ to keep the engine bubbling away. But signature dual-clutch baulkiness intrudes at low-speed in forward or reverse gears. It’s smoother to leave feet off the throttle in car parks and just let the car trickle around.

Smoothness is not aided by the brake set-up either. Modulation of the pedal is hard to achieve, so the car can slow more abruptly than you intend if you are not careful.

This lack of detail tuning marred the handling as well. The car has a heavy diesel engine sitting over the nose and behaves like it, with a propensity for understeer (front wheel slides) in tight corners. It adjusts with a lift of the throttle but isn’t all that entertaining – remembering this is an Alfa – especially when you throw in some kickback through the steering on a bumpy corner.

Bumps also tend to exacerbate the short travel and stiffly set-up suspension, something not aided by low profile 225/45R17 Pirelli Cinturato rubber. The shock and thump fed back into the cabin by sharp-edged hole is also grating. The cruise control actually disengaged over some bumps, a sure sign wheels are leaving the deck.

A vibration also started buzzing away behind the dashboard during our test, a further indicator the car isn’t cushioning bumps so well.

Speaking of noise, the Giulietta displayed that classic Euro car/tyre trait of being unable to cope with coarse Australian roads. It’s one of the noisiest I’ve sampled, so more sound deadening please!

Driver comfort isn’t aided by the steering wheel not adjusting far enough out for reach. The overall presentation of the dashboard and controls is dark and some of the instrumentation can be very hard to read because of reflections and the spindly graphics.

Rear-seat passengers have to cope with a claustrophobic space that’s limited for kneeroom and headroom. The small windows don’t help the driver manoeuvring in tight spaces. The hidden rear door pulls are a nice touch, but the doors themselves should be bigger to aid exit and entry.

Traditionally, you would argue that sort of functional stuff is forgiveable in an Alfa. Never mind the practicality, just enjoy the drive.

Trouble is, that rule of thumb no longer seems to apply and certainly not to this particular example of the breed. There’s more required than a price cut before the Giulietta can rightfully take its place as a bonafide volume player in the small car segment.

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