Finally, there's a worthy Italian alternative to some of the default hot-hatch choices, writes Bruce Newton. Alfa Romeo has been living on its past glories for some time now. The driving experience promised by some sublime shapes has failed to materialise.
The Giulietta QV is Alfa's latest attempt at Italian soul-stirring. Thankfully, it is neither a rehashed Fiat like the MiTo city car, nor a compromised production version of an exquisite concept such as the Brera coupe. Price and equipment
The curvaceous five-door Giulietta replaces the aged 147. The base model is priced from $36,990 (plus on-road and dealer costs) and the Quadrifoglio Verde - or four-leaf clover - version tested here is pitched at a competitive $41,990.
While the name is from Alfa's past, the Giulietta sits on a new platform. The QV leaves no doubt about its intentions, housing a 173kW/340Nm turbocharged 1.7-litre petrol engine.
It combines with a six-speed manual gearbox and some tricky electronics to ensure the front-wheel-drive chassis isn't overwhelmed by all that urge.
Alfa's 'DNA' system manages this electronic suite and can alter engine, braking, steering, stability control and gearbox characteristics depending on the mode. D is for dynamic, N for normal and A is all-weather.
The QV's exterior gets the hot hatch treatment courtesy of 18-inch alloys, red brake calipers, side skirts and two bazooka-like exhaust outlets. Inside there are leather sports seats, Bose audio with MP3 compatibility and a USB port, Bluetooth and aluminium pedals.
The Giulietta is a five-star NCAP performer. It also has six airbags, lap-sash safety belts for all occupants, stability control and anti-lock brakes. Under the bonnet
Measuring up at 1.7-litres, the latest iteration of Alfa's TBi double overhead camshaft four-cylinder engine uses direct injection, variable valve timing and variable geometry turbocharging to produce an exceptional 173kW and up to 340Nm (300Nm in N or A mode).
Alfa claims a 0-100km/h time of 6.8 seconds and an average fuel consumption of just 7.6 litres per 100 kilometres. Our long country run into the mountains and back to town produced a very respectable 8.3L/100km average.
Mated to a six-speed manual that shifts sweetly once you adapt to the late clutch take-up, the engine delivers strong acceleration from idle through the middle-rev ranges. It's very smooth too, with no temperament or lag. Shifting to D mode simply adds urgency.
Alfa engines traditionally sing their way into the heavens, prepared to sacrifice some lower-end tractability to do so. But not in this case, with the rev limiter cutting in at just over 6000rpm.
How it drives
The QV employs a 10-millimetre-lowered sports-tuned version of the Giulietta's MacPherson strut front and multi-link rear suspension.
Add big brakes, low-profile rubber and an electronic front differential activated by D mode and this is the most cohesive Alfa driving experience in years. Time and again its sure handling, sensitively tuned electric steering and uncorrupted power delivery remind of the Golf GTI.
It's not as sharp or intimate as the brilliant Megane - not even in D mode - but then, nothing this side of a Ford Focus RS is. Rougher roads do stretch the link to the GTI. The Alfa copes OK but there is a tendency for some bang and crash.
Back in the 'burbs, the QV is lightly manoeuvrable but difficult to see out of. Thankfully, rear parking sensors are standard. Comfort and practicality
The QV's dark and deep cabin brings with it a striking new interior design. However, functionality and ergonomics are inconsistent.
We love the red backlit instrumentation tubes that face the driver and the toggle switch controls in the centre stack for things such as foglights. However, the aircon controls seem inspired by the grille of a Toyota FJ Cruiser and there's no turbo boost gauge.
The driver is looked after by a supportive seat and the small three-spoke steering wheel adjusts for reach and rake. But there is no left footrest and the pedal positions seem too high and too far to the right. Reflections from the dash are writ large across the windscreen.
Taller rear-seat passengers will find headroom restricted by the curved roof-line. Exit and entry is restricted by small doors.
If you're sitting behind a 180-centimetre-tall driver, knee-room will also be limited. At 350 litres, boot space is class-competitive, and the split-fold rear-seat ensures much bigger loads fit. Cabin stowage for mobile phones, iPods and the like is limited, if acceptable.
source : kompas.com
