Alfa Romeo Giulietta 2015 Review

In fact, at the time its straight-line performance was comprehensively overshadowed by the 1.8-litre QV model's.

So it came as something of a shock to re-acquaint myself with this gutsy little car, and a lesser shock to realise that with the demise of Volkswagen's Golf 118 TSI, there's nothing much around to compare with this particular Alfa.

The car on test is the mid-range Distinction grade with the optional QV Line pack, as opposed to the updated QV flagship, which was being launched as this review was being written. Finished in Etna Black, the Giulietta was further enhanced with 18-inch alloy wheels, gloss black exterior features, red brake callipers, sports suspension, a flat-bottomed steering wheel, tinted headlights/windows, sports pedals, dark headlining, QV badging and side skirts. All these features were part of the QV Line option pack.

While most of the features could be classified as 'cosmetic', the sports suspension was certainly functional. The Giulietta is not exactly sloth-like when it comes to changing direction, but the test vehicle was particularly light on its toes. Entering a bend on a trailing throttle the Giulietta was highly responsive and communicative. But it would also hold a very fine line with power applied.

Between the car's native handling and its very predictable power delivery it was possible to keep feeding torque through to the front wheels without the whole thing coming unstuck. The Alfa's grip was uncompromising in the dry, yet the car rode with an unexpected suppleness that's just not found in cars boasting this level of adhesion. Some torque steer was present once the turbo engine hit its straps.

Steering was more than sufficiently light at parking speeds, but it was talkative and precise for placing the car accurately on the road. The car's point-to-point capability was boosted too by its strong, dependable braking.

The Giulietta would launch quickly with a rev to the mid-range and maintaining half throttle while releasing the clutch. For such a small-displacement engine, the 1.4-litre four musters abundant torque for low-speed work dawdling around town. But it's also plenty powerful at higher revs, with a distinct surge from around 2800rpm lifting the car's performance through to the redline.

Despite that bump in power, the car never felt flustered or tricky during a daily commute. It's a charming little unit, a bit more musical than many engines of similar displacement. Fuel consumption for the week finished up at 8.7L/100km, which is not bad, considering the time it spent in and around the suburbs. The engine, being so flexible and tractable for its size, also encouraged short shifting, which saved fuel. Low levels of driveline NVH also prompted changing up a gear sooner rather than later.

At 2000rpm, the engine emits a bit of a sporty growl that's audible even cruising along at 60km/h in fourth gear. Slip the gearbox into fifth at that speed and the driveline noise immediately fades as the engine revs drop back to 1500rpm.

At cruising speeds there's an all-round mix of road, wind and driveline noise, but the Giulietta in this form is generally quiet. There is more tyre noise on country roads at speeds of up to around 80km/h; beyond that the roads are usually better sealed and the wind and driveline make more of an impact.

I found the shaping of the seats didn't suit me. They're quite flat and firm, and compared unfavourably with the Recaro seats in Renault's Megane RS 275 Trophy a week earlier. While I wouldn't call them comfortable, however, they do hold the occupant properly in place when charging through corners.

To find a decent driving position takes a little perseverance. Shifting the seat back longer than might be the case in other cars and pulling the wheel out to its maximum telescopic adjustment was required for me to feel at the right distance from the pedals, but then the odd-numbered gears (further forward) were a bit of a stretch. The pedals are very well placed for heel-and-toe and double-declutching, if that should take your fancy. However, there's no footrest left of the clutch pedal, and that might be a concern for some prospective buyers.

There's reasonable rear-seat legroom, even with the driver's seat set back some distance from the pedals and wheel to suit my preferred driving position, but the headroom in the back is marginal, thanks to the cant rail above the doors. There is face-level ventilation back there, but it's just the one vent, to be shared by all passengers. Better than nothing though...

The Giulietta's dash design is a theme familiar to past Alfa owners. It's attractive, sporty and practical. But in contrast with the high-resolution touch screen for the infotainment system, the trip computer functions in the instrument binnacle are presented by means of an uninspiring red dot-matrix display that is looking pretty dated.

A couple of minor issues that might or might not drive the prospective buyer to shop elsewhere: The Giulietta was fitted with a space-saver spare, and at times there was a light rattle from the tailgate.

All in all, however, the Giulietta was a genuinely alluring little car, with much of the performance and dynamic capability of the Golf 118 TSI, but added charm all its own.

Also consider:
>> Audi A3 Attraction (from $38,500 plus ORCs)
>> Mercedes-Benz A 200 (from $40,900 plus ORCs)