Christmas came early to the Rocky Mountain outpost of Curbside Classic as I was offered the use of an Alfa Romeo Giulia for close to a week by the fine folks at FCA and their agents. Like a kid at Christmas I couldn’t sleep and was pacing around nervously the morning before it was delivered. When it arrived, it was as exciting an event as any Christmas I’ve experienced. I’d been given a sneak peek of what it would be when a copy of the sticker was sent to me a week prior so I could try to visualize it all but sitting there in front of the house it was even more striking than I had imagined.
Now, I’ve been an Alfa fan for pretty much forever, had a 1985 Spider Veloce for a while that ended up spending more time in the garage than it should have (my fault, not the car’s), was upset when they left these shores, and elated when they announced their return a few years back. A couple of years ago I got the chance to drive the Giulia Quadrifoglio on a track for a few laps and was astounded by the performance, but was always interested in what the more “normal” machinery was like these days.
So what exactly was it that I lived with for the better part of a week and a bit under 500 miles? Well, the Giulia is the sedan portion of what Alfa is building its future on here in the United States. The other main part of the equation is the Stelvio CUV and then a tiny little bit is left over for the 4C Spider, a very small but exquisite open topped two-seater.
Before we go on, I want to point out that this particular test car had just over 10,000 miles on it when I got it and is absolutely loaded with technology – I added almost 500 more miles, started it many dozens of times both cold and hot, drove it in all manners and there was not a single rattle, nothing fell off, everything worked perfectly, it started every time, there were zero electronic glitches, nothing had to be “re-booted”, and while I am sure this car is extremely well cared for, I am just as sure that as a press car it has lived a life of test-drives and not just commuting to the office and idling at the drive-through etc. Giulias are built in Cassino, Italy, and use precisely zero content from over here (no surprise) while 69% of the bits within are of Italian manufacture which is actually pretty impressive, Italy isn’t all that large.
Giulia is a name that Alfa has obviously used before on a car with a very similar mission many decades ago starting in 1962 and has of course been covered on these digital pages previously. A fair number of them came to America back in the day and while not seen every day are not as rare as one might think.
The current Giulia seen here is near the top of the range (apart from the Quadrifoglio version which starts some $30k higher and is on a whole ‘nother level). However the rest of the entire range shares the same Italian-built turbocharged inline 4-cylinder engine that produces a very healthy 280hp and 306 lb-ft of torque and an 8-speed German-built ZF transmission.
The “Ti Sport AWD” version that I got started at $41,995 in the 2018 model year and with a plethora of options including the AWD Sport Package ended up at $50,590 before destination charges. The current 2019 model has very similar pricing with a few minor changes in option availability (an absolute “base” RWD Giulia starts at $38,295 for 2019). Now I know some of you will be choking at the price just on general principle but put in perspective I believe it is less (perhaps much less) than a comparable vehicle from Audi or BMW could be sourced for. We’ll talk more about the options in a bit so stick around.
First impressions when walking up to the car are that this is a svelte shape with sensuous curves while not being overly flamboyant. However, the beauty of this Alfa not being as ubiquitous as the competition is one of its strongest attributes; the shape is fresh and not seen multiple times in every parking lot and as such you can find yourself lingering and taking in the details.
During the time I had it we had several nearby neighbors come up our driveway and finally introduce themselves as we had moved into this house less than six months ago but really it was the car that got them over the property line to finally say hello – they were very interested in it.
Alfas (and Audi, BMW, Mercedes etc) aren’t necessarily the car for those that are looking for the lowest Total Cost of Ownership experience. Nor are they necessarily for those who view cars as appliances. A car like this is oftentimes a personal reward for succeeding at something meaningful in life, hitting a milestone, achieving the corner office, or whatever else one sets their mind to achieving. Or just because you can or want to or of the way it makes you feel.
Like a very nice watch can be so much more than just a timekeeping device, it’s more than just transportation; the journeys one takes in it (and other cars like it) often times ARE the whole point of the voyages and the actual destinations are secondary if not flat out just excuses to begin with…Otherwise Toyota would sell right around 17 million Corollas in the US every year instead of sharing the volume with others, including this one.
Beyond the paint (in this case Vesuvio Gray Metallic at $600; white and red are no charge, the metallic colors including several blues, a green, another red, black and several silver/grays are extra cost), the interior was simply stunning in red leather which notably does NOT incur an upcharge and frankly takes the car from very intriguing to “I really gotta know this thing” and had my daughter posting non-stop selfies while she rode in it and answered questions from friends about it.
While I don’t disagree that every Alfa really should be red on the outside, having red on the inside instead is possibly, if anything, an even better thing. While this car also sports the “Ti Leather Package” at $995, that gets you a leather covered dashboard and upper door panels with red stitching on the black leather which is quite subtle and not at all over the top but also makes the interior really feel even more special.
Of course the biggest option, both monetarily as well as content-wise, is the “Ti Sport AWD Package” which at $2,500 seems a steal as it includes (deep breath here): All Wheel Drive, 19” dark colored wheels, 225/40-19 tires, Sport Front and Rear Fascias, Gloss Black Window Moldings, Colored Brake Calipers (Red with white “Alfa Romeo” script in this case), Sport Leather Seats with extendable thigh cushion AND 4way lumbar AND power adjustable side bolsters, Aluminum Trim, Sport Leather Steering Wheel, Steering Column Mounted Aluminum Paddle Shifters, and Aluminum Pedals.
At Audi I believe AWD is usually around $1,600, the excellent sport seats with full power on both sides of the car are easily worth at least another $1,000 if not more, and now you’re already over the price that Alfa is asking without any of the other stuff they add… Alfa Romeo, the value choice!
You’ll note that this car has silver instead of dark wheels, the silver curiously adds another $500 (but the same style wheels) which I’d be happy to pay as I personally am over the dark wheel thing. It also had both safety packages (Static – Blind Spot with Cross-Traffic Alert at $500 and Dynamic – Collision Warning, Lane Departure Warning, Adaptive Cruise with Full Stop Capability, and Automatic High Beams at $1,500.
The 8.5” screen that is extremely well integrated into the instrument panel includes 3D Nav for $950 (replaced for 2019 with standard Apple CarPlay and Android Auto), and lastly the Harmon Kardon Premium Audio System for $900 really lets things ”bump” as the kids these days say.
Ok, enough of Mr. Finance Manager here, it’s an Alfa, let’s go for a ride! Approaching the car, the key stays in the pocket, as soon as you slip a hand behind the door handle they all unlock with a “thunk” but no delay and the door pulls open in your hand.
Sitting down you realize this is not a huge car but it’s wide enough that you are nowhere near your passenger and both elbows have plenty of room on the wide center console lid without any fisticuffs. As you poise your right index finger near your knee to find and hit the start button, you realize that oops, wrong finger! It’s your left finger that you need and the button is on the wheel itself which is a novel placement but works well in practice.
The wheel itself is a superb shape, with multiple textures; beyond the leather and the stitch pattern parts of the inside rim are of a textured material that give the wheel an interesting and welcome feel. Of course a number of buttons (adaptive cruise, radio, voice command, phone etc) are arrayed on it along with a very Audi-esque scroll wheel for volume that I love in the A4 and am happy it was replicated here.
The shifter (alas, auto-only for the Giulia) is a monostatic device that you push down on top for Park, pull back while pressing the button in back for Drive, and push forward while depressing the same button for Reverse. It takes a bit of time to get used to but does work just fine and the selected gear and mode lights up in the handle.
Pretty much everything you touch above maybe mid-calf level is soft to the touch, the sides of the center console are padded, all the red bits satisfyingly squish to the touch, there are two cupholders in front with a lovely sliding cover, two more in the back center armrest, and bottle holders in the doors. USB ports are several in number, with one visible in front, another for the rear, and more tucked away under the center console armrest along with aux inputs etc.
Seating position? Perfect, the seats adjust in a multitude of ways as does the steering wheel. Comfort was no problem for me. I also tried sitting “behind myself” – I am 6’1” with a 32” inseam and when in back with the front positioned how I wanted it, I still had around three inches between my kneecaps and the seatback with plenty of headroom both front and back – this car did NOT have a sunroof which is how I prefer my cars anyway and thankfully the Italians agree that a sunroof adds weight in exactly the wrong place.
At around 3600 pounds the car isn’t a featherweight but it’s very competitive these days in that regard. Of course, a panoramic sunroof is an option but would likely rob some headroom and add weight while simultaneously lightening the wallet. Perhaps the weight would cancel out there…
Anway, the engine fired up with a little stutter and a rasp, snick the shifter into drive and hit the gas. While this turbo-four does exhibit a tiny bit of lag from a dead stop, once the tach reaches 2000rpm, it just takes off like a scalded cat. (You can brake torque the engine a bit to eliminate the lag but I wouldn’t recommend doing so routinely).
60mph is supposedly despatched in a hair over five seconds, and if you are in manual mode you are just as likely to bounce off the rev limiter before pulling the paddle for the next gear as you are to successfully get the shift timing tight until you get used to it, it’s a fast-revving engine but the redline is also fairly low at 6000rpm, thankfully it has a wide powerband and is hard to catch off-boost.
I drove it on several lengthy drives over a couple of days both up in the local foothills and canyons as well as the roads around Estes Park and frankly this is one of the most confidence inspiring chassis’ that I have ever driven. It always seems to want more and after every corner that you may have felt a little trepidation entering, by the exit you wonder how much speed and grip you left on the table.
The AWD is RWD unless it senses the need for more grip at which point it can send up to half the power to the front, there is no discernable understeer, the steering is extremely communicative and quick and the suspension, while stiff and seeming to prevent any lean, is marvelously supple with almost no impact harshness on rough or poorly maintained roads while the damping is superb.
While there is no obvious way to turn off traction or stability control it also wasn’t needed to be turned off; if it intervened it wasn’t noticeable or objectionable and if I was going too slow to engage it, well, let’s just say that you’d have to be a damn fool and should be locked away if it routinely engages for you on dry public roads.
After my first long drive around and past Horsetooth Reservoir (it’s the closest substitute to Lake Como as I can get around here) and then up into the foothills along little back roads and eventually down the Poudre Canyon I examined the tires closely and was surprised to note that they were the All-Season version of Pirelli’s P7 Cinturato. In 225/40-19 size they were extremely grippy and communicative with very little if any slip.
The drive up to Estes Park a few days later was, as usual, a bit of a slog with all the weekend traffic in their lumbering 4Runners, CR-V’s, and Tahoes trundling along, but with well-spaced although rather short passing zones they moved aside and the Alfa just ripped past them, then revealing clear road until the next gaggle. On the day I did that run it was just under 50 degrees Fahrenheit and an unseasonably misty morning, in other words, perfect AWD turbo weather.
In the Alfa one can either push the shifter into manual mode or just pull back on the minus paddle to put it into manual mode temporarily. While cruising at the back of the pack in top gear at basically just past idle speed in Drive, pulling back the paddle several times puts the engine in the meat of its powerband and then it just pulls gloriously as you bang off the upshifts.
The paddles themselves are sublime creations, about 8 or so inches long, made of solid aluminum with no flex and fixed to the column instead of the wheel, they are always in the right place and you can always have at least a finger on them no matter how the wheel is turned. The plus and minus signs aren’t printed on them but carved through them, what looks like dark ink at first is actually void space.
When the drive mode selector knob with D-N-A options is set in D, the accelerator is very sharp and the shifts are extremely abrupt, it’s as close to what you see/hear in a Formula 1 on-board shot as anything I’ve driven and just as fast as a double clutch automatic such as VW’s DSG and Porsche’s PDK transmissions. Old-Skool tiptronic it is not.
About that drive mode knob – The D is the performance setting, named Dynamic. It makes everything much more firm and responsive. For the most part it was my default setting although Alfa seems to think that N (Natural) would be to most people’s preference. I thought D was just right. When I tried N it dulled everything back like most other cars with some sporting character. When I then tentatively tried the A (Advanced Efficiency) setting, I quickly turned it back to D. It became just a commuter car at that point, yeah, not for me, at least not in these particular surroundings.
On my last day with the car I took a drive down to Golden with my daughter to visit my mother for dinner, the way there was mostly stop and go so I took the time to produce a little impromptu “one take” video above explaining the adaptive cruise control (with my camerawoman daughter manning the camera!) and the way back was wide open. I’ve experienced adaptive cruise control before, first in my old Chrysler 300C AWD and also in my new car and now this one. It’s a wonderful technology but it does still make me a bit nervous at first, especially if I don’t “know” the particular car that well and even more so when it’s not my own car. If you’ve never had it, watch the video, and hopefully you’ll find I did a decent job of explaining it.
Gas mileage? I averaged in the lower 20’s overall on premium gasoline which I found quite tolerable considering what I was getting out of the car. My Porsche 996 would get about 16-17mpgs or so if driven similarly.
On this voyage down to Golden and back I had filled up before leaving and did so again when I got back. At right around 150 miles round trip it took just over five gallons to top it back off. So just under 30mpg, which is quite efficient. (The Porsche with its 3.6 H6 would have gotten around 24 mpg in that same circumstance). Officially the Alfa is rated at 23/31 and 26 combined so similar to what I saw in actuality. Premium fuel is recommended (and what I used).
Alfa of course has debuted many technical innovations over the years. Variable Valve Timing? Everyone thinks Honda pioneered it with VTEC (Yo!), but no, Alfa debuted it in 1980 (a mechanical VVT system in the Spider, it became electronic in the 1983 Spider). DOHC engine? 1928 in a road car. Fuel Injection? Race tested as far back as 1940, on production cars in 1969 (mechanical SPICA system, switched to Bosch EFI in 1982, lots of SPICA cars still running). There are plenty more examples, but Alfa Romeo, while not always all that well known in the US, has always punched far above its apparent weight.
Continuing in that vein, the Alfa Romeo Giulia uses a Brake-By-Wire system. Huh? Yeah, the brake pedal does not directly control the master cylinder. Instead it is controlled by a module that incorporates the master cylinder, the ABS, and the Stability Control. Having all of this in one unit reduces weight while increasing performance. (As an aside, Toyota also has some brake by wire systems in some of their Lexus hybrid and non-hybrid portfolio as well).
The brakes can go from zero to full locking brake pressure in a third of the time that a conventional system can (100 milliseconds vs 300 ms). While “feel” can be dialed in (and I didn’t note any “issues”, just noticed and appreciated what I thought was a sharp initial bite) it cannot really replicate the reduction in performance due to heat, thus a warning light may illuminate if needed but if the ABS engages there is also no kickback through the pedal.
Overall I thought it worked great, as I experimented with the DNA system and did find that the brake “bite” was more pronounced in D mode, so that apparently is another factor that the system adjusts.
Quibbles? A couple, but then again Cindy Crawford has a mole and that’s never been a problem for most people. The car has parking sensors that beep and show you in the instrument cluster where an obstacle is. It became annoying when I’d put it in reverse and it started beeping and showed me that an object such as another car was directly in FRONT of me. When in reverse that would be irrelevant and caused me to have to re-verify that I was actually in reverse (it was, every time). That seems like a simple programming fix.
The infotainment system in this 2018 was alright but nothing spectacular. While I appreciated the large screen actually integrated into the fairly low dashboard, the system could be better (and note that it likely is for 2019 with Apple CarPlay and Android Auto). Setting a navigation address manually was not good, as it required lots of dialing around with the selector knob like a decade-old system.
The voice commands were similarly recalcitrant, needing very specific wording for most commands – at least it would then present a list of suggested verbiage when it didn’t understand but reading that while driving is antithetical to the whole concept of voice commands. However, once the verbiage was used correctly it quickly understood several addresses I tested it with which was good. I did manage to pair my phone with the system very easily and it re-paired itself automatically every time I entered with it afterward. If I can manage to pair a phone on the first try, then anybody can do it.
And lastly, while the engine and exhaust do have a satisfactory burble and “ripping” noise while accelerating, it’s just not loud enough when at full chat in Dynamic mode. While I’m not looking for anything like open pipes nor do I think “piped-in” fake noise is at all desirable, perhaps some kind of baffle in the exhaust system that could be opened in this mode only while at full throttle would be very welcome. Porsche does it in their optional “sports” exhaust systems, I think drivers might enjoy that in this as well.
In the end, this was an extremely satisfying car to drive, both for fun and also for mundane errands, and while I happily admit that I was certainly looking forward to it and predisposed to liking it, it bowled me over in most respects to the point that I am genuinely surprised there aren’t more of them out and about.
Most of you know I was/am a big Audi fan from way back, if I was in the market for an A4 or S4 quattro I think I would have to reconsider that “safe” choice at length. 20- 25 years ago I chose to hang my hat with Audi for a spell because they were NOT the big dog, that underdog positioning appealed to me (along with the cars of course) and I was not disappointed in the product at all. Where do you think Alfa is today? Thinking about it, Audi today has kind of taken over the position that BMW had twenty-five years ago and I believe Alfa could be poised to follow in Audi’s footsteps.
Back then, Audi was the brand for those that were interested in cars and technology, they were definitely an outlier with at least a little bit of baggage and really only had two main car lines (Audi 90/A4 and Audi 100/200/V8/S4/A6/S6 and a coupe/cabrio for most of the 90’s), now they are a very attractive but somewhat default choice, like BMW was back then.
Alfa in the U.S. currently has one sedan line, and one CUV line (and the 4C but that’s quite limited over here just like Audi with their coupe/cabrio line of yore), as such in a similar position as Audi then. They have a huge company backing them, similar to Audi with VW, and they have a deep technical pedigree (as did/does Audi).
Back then Audi pioneered the “Three Year Test Drive” warranty program. Alfas current warranty is 4years, 50k miles bumper to bumper, so they seem to be standing behind and believing in their products as well as pretty much anyone else.
They seem to have a price vs content advantage (Audi did over BMW back then too). Most people who I discussed the car with were pleasantly surprised at the pricing, their guesses were mostly quite a bit higher including one close friend that has a new Audi and had always assumed Alfas were closer to $100k rather than in the same price class as her car.
I can’t buy every car I like and I like a lot of different cars for varied reasons – The car I did recently buy is completely different from this one and I don’t regret that purchase at all. However, it will take me a long while to forget my experience with this Alfa Romeo if it’s even possible to do so. The car exudes passion, as does the brand itself, without being in any way beyond the pale or obnoxious about it. Frankly it’s what more cars and their makers should aspire to – if Alfa Romeo can create this, what is the others’ excuse?
Disclosure: Vehicle and an initial tank of gas was provided by Alfa Romeo/FCA. Extra gas was (very happily) provided by me.
As a three-time BWM owner, I turned in a 2016 428i coupe for a 2019 Giulia. I haven’t looked back once. Your review is spot-on. There is something about the way this car makes you feel. It has far more personality than anything I’ve ever owned, and has wormed its way into my heart. That (in)famous Italian reliability is still in the back of my mind, but there have been no problems in five months of ownership. The only strange part was the car felt “lurchy” and difficult to drive smoothly for about the first 1,000 miles; after that things seemed to have loosened up. Maybe I just had to adapt from BMWs that have grown soft over the last few generations.
I was really looking forward to this review and glad you didn’t make me wait long after telling me Jim! Doesn’t a red interior make for all the difference in the excitement factor?
I haven’t had the chance to drive one myself, but your review of the Guilia’s driving dynamics and performance capabilities confirm what I’ve heard in that this car is an absolute joy to drive for the person who values driver involvement and performance over comfort and luxury. It sounds like an exciting car to take up in the mountains!
I’m also glad that you didn’t have any technology or quality issues in your week with it. Traditional automotive publications often tear on new cars for these glitches, but they are often testing early production models that haven’t had all the kinks fixed. It’s safe to say that nearly all automakers have been having some tech glitches recently due in part to needing to “one-up” the competition and release new technology before it’s been effectively tested. Simple software updates thankfully fix most of these bugs just as they do on our smartphones.
You also mention that this car has both the safety packages, which raises an interesting point in how some automakers package these common safety features. Now standard on my vehicles, it’s interesting how some make either blind-spot monitoring or lane departure warning standard or as part of a particular package, but not the other. For example, my 2019 BMW 430 has blind-spot monitoring with reverse traffic direction (which I’d prefer over the two), but a 2018 Range Rover Velar I recently took to training in New Jersey, had lane departure warning and lane keep assist, but no blind spot monitoring (something which thankfully is now standard for 2019 and 2020).
” Doesn’t a red interior make for all the difference in the excitement factor? ”
Truer words are rarely spoken. Hell, back in 2013, on a whim after my sister and I went to Le Creuset for cookware and decided to drop in on the nearby Fiat dealer, since I had (still do!) an affinity for the then new 500 and she wasn’t familiar yet.
I nearly wrote a check in full on the spot. In the showroom was a color combo exactly matching this Alfa, a charcoal grey with red cloth 2012, discounted down to $12,995… Now looking back, that red cloth is not only not available, but it’s also crazy rare without the ivory interior trim. At the time another car made no sense so all is well, but I still feel like I made some sort of mistake in that moment, because red cloth. This is pretty much the only interior shot I could find of one, but since it was a grey exterior, the dash facing was also grey instead of the red of this example:
You should have bought the Fiat. Having owned mine, it’s the one vehicular mad purchase out there that actually makes sense. And the only thing better is a motorcycle.
Jim, you got my pulse going nicely early this morning. Like Brendan, I knew you had this Alfa and I thoroughly enjoyed reading about it.
There is a lot to like about this particular Alfa, and even the weak points you mention aren’t going to be a huge issue for a fair number of people.
It’s good to see Alfa back in the US and, frankly, they have nowhere to go but up. With this example, I think they are poised to do so.
My cousin keeps a couple of Alfas in his fleet a Spyder for sunday drives in nice weather top down when he isnt in the mood for his motocycles and he commutes in a diesel coupe of some description, according to him they are reliable fun cars to own and these are not the first ones hes had, the cars are common in the UK where he resides not so common here.
All this effusive praise for the Alfa!
I don’t dispute your positive experience. Unlike a 1971 Vega (rough engine), there don’t seem to be any apparent shortcomings. And it did make it without any glitches.
Subjectively, I think it has more character inside and out than peer cars. But objectively, it really offers nothing more. Perhaps less in some areas. And I’m sure, over time, it will make 3/A4/ATS look like Toyota Corollas in terms of reliability.
Given it’s appearance, it is doubly disappointing that FCA chose to ‘me-too’ and not offer a manual transmission. That’s what separates a sports sedan from a poser.
The original Giulia offered dual overhead cams and a 5-speed in an era when they were not commonly available. The resulting objective performance was superior. And that justified the price tag.
At least this car has rear-drive.
Of course, I would be quite happy to have a new Giulia for a week. Or a new 3-series. Or a new ATS, or Audi. No doubt, they would be far more interesting than my rather plebeian Buick Regal (aka Opel Inginia, which is really a pretty good car for what I paid, compared to other cars, even it is handicapped with an excellent auto vs a sporty proper (good ratios, good shifter and clutch) mechanism. And there is something about a new(er), clean car….
Again, the Alfa is a nice car, but IMO nothing special. Had FCA offered it with a manual, I might have a different opinion.
I’d rather have a low-end Golf GTI. Objectively, it gives up very little to 3-series/Giulia, and subjectively, with a manual trans, it’s more fun to drive.
Sounds like you had a fun week though, good for you:)
But aren’t you sort of living proof against the manual transmission, after all, you seem fairly strongly opposed to automatics but yet the car you chose for your own (Buick’s most sports-sedan-like offering) is an automatic, you easily could have gotten the manual VW GTI or Jetta GLI instead or in fact a Regal with the manual which was offered in some trims. With all the passion for it, if you won’t seek one out to buy one, why should they offer it?
I won’t presume to know your exact motivations for choosing a car with an automatic, but I will say that this auto is not like those of yore and significantly different than the one in your car, all to do with the programming. While the drive mode selector (a simple knob on the console that can be adjusted on the fly in an instant to do similar stuff you can do in a Golf R for example only after diving into various submenus on the central display unit, not at all handy) can be set to make the automatic as smooth and slushy as your average commute-mobile, it can also be set to shift much faster than you or I could do in any manual, it will absolutely hold gears through corners, if you accelerate from a stop with any verve and then let off the throttle it will NOT upshift, but rather hold you at 5500rpm or whatever until you give it another input (soft it will upshift, hard it will continue to redline and then shift etc).
In other words, don’t knock it or dismiss it until you’ve tried it. Clearly the market is moving well away from manuals, even BMW is significantly pushing that way with its sportiest models. Porsche, VW, et al have proven that the manual transmission is neither the fastest, nor the most economical way forward anymore, it’s fast a relic chosen only for “tradition” or whatnot. The auto in this car did not hamper anything, if anything it made it more enjoyable and usable every day. On the drive up to Estes Park, a manual would likely have forced me to constantly shift between second and third while behind the other cars, quickly becoming tiring, same with the all too reality of traffic as on the last day, however with the auto it’s in Drive when appropriate, then flick the left paddle to pop it into manual as the opportunity presents itself.
Not sure about the “in time” comparo to the 3 or A4 or ATS either, really. When A4’s are routinely having piston ring issues and 3’s lunching plastic cooling parts none of those are paragons of reliability or longevity. The transmission is the same basic unit made in Germany and used in dozens of vehicles, while the brake-by-wire system is a Continental unit, likely to proliferate in the years to come as well. Sure, it won’t likely emulate a Corolla but neither will the others.
As a driver of nothing but manuals for the last 35 years I don’t drive them because I can shift faster than a computer or because they (did) get better gas mileage. I drive it because with my hand and foot I can control what gear I am in.
Well, you can also control exactly what gear you’re in with modern automatics like this one, except it only requires the hand, and no feet.
I’m not trying to negate your preference for a manual, and I enjoy mine, but unless you’ve driven a manu-matic (or whatever you want to call it) you may not realize how much it’s the best of both worlds: as much manual control as you want, and relaxed automatic driving when you’re stuck in freeway traffic.
It really is the future, like it or not. Manuals will not be around much longer, I’m quite confident.
Just to add a little to that, this is nothing like the old Auto-stick or TipTronic or the kind of a joke “manual override” that you can get in many modern automatics including “sporty” cars that tend to overrule your shifts, or take too long to shift, or decide to shift once you hit redline or are lugging it too much etc. It feels and acts more like what a modern rally driver or F1 driver has at their disposal which I hasten to say does not mean it has to be driven at “maximum attack” at all times, far from it.
It does take a little bit of getting used to, if you’ve driven exclusively manuals for the last 35 years it’ll feel weird if only sampled the length of a typical dealer test drive opportunity, sort of like switching from left hand drive to right hand drive etc but a couple of days into it, it incorporates the good parts of a manual without the bad parts.
Love the review! Really dig these cars. They push all the right buttons for me. No car is without quirks and Alfas wouldn’t be Alfas without a few of them. Only reservation I’d have is overall/long-term reliability, an attribute on which Italian cars in general, and most high-end Euro cars for that matter, are not known for having a stellar track record. Visions of frequent trips to the dealer for various niggling issues a few years into ownership kind of dampen any desire to actually own one. But, mama mia, are these pretty to look at and even better to drive!
I read this last night, and it was a bit too stimulating for right before bed! An excellently written review of a car I have not been exposed to adequately. But I feel much better acquainted now. And it confirms that this is the most engaging sports sedan of its kind on the market.
Now we need to get you in a Tesla M3 Performance for a comparison.
On a slightly different note, I remember vividly one summer evening driving the highway up to Estes Park from Boulder in my big bore 1350cc ’63 VW after a German VW mechanic showed me how to advance the timing to compensate for the thinner air. There was essentially no traffic and I was able to maintain my momentum enough (including in the curves) to keep it in fourth gear almost the whole way. Not a single slow-poke to hold me up. But i was really pushing it in the curves to make that happen. My version of the Estes Park GP. 🙂 Beautiful part of the world. And I can only imagine what thatd drive would be like in the Giulia.
Thank you for such a well written and thoughtful article. I was very interested to read an article that lacked all the presupposed issues that are associated with anything Italian, and fairly reported on the car without trotting out the trite old saws one normally reads.
I have to say that I really like the Alfas, and I totally root for their success. My only concern is that the Guilia is so similar looking to the BMW that it is the shield shaped grille that alerts me to one driving past on the highway. I wish it would have had a bit more flair, but conservative wins more sales, so I understand the logic.
For a “reward” car, this is spectacular. Not unlike buying a Philip Patek or Tag Heuer watch rather than the Rolex, the Guilia is different enough to stand apart if not stand out. The fact that it drew out your neighbors is proof.
This kind of car is usually not in my sphere of interest, but if I were to go looking for a modern sports sedan, you have convinced me that this one would be worth a look. As one hardwired to avoid trends and fads, an Alfa would be appealing in any case, and one that is as engaging to drive as this one makes the case even more strongly.
The car has a nice shape, though in gray it looks just a little BMW-ish to me. Which is not a bad thing, as BMWs have generally been nicely styled. But an Alfa without a manual on offer? Blasphemy!
I like your analogy to Audi of 30 years ago. I would hope that enough buyers in this class can see past the German stranglehold on this class of car to see the many positives that Alfa brings to the table. And it could hardly be more expensive to own than the average Germanic experience of recent years.
Back in late 2016 when the Giulia was being introduced to the US, I was all set to trade in my beloved 2013 Audi S5 for a white Giulia QV (that’s me circa 1966 in my dad’s 1962 Giulietta Sprint). HOWEVER, Alfa pulled an end run and cancelled at the last minute the manual for the Giulia QV. I am a third pedal lunatic so I pulled my deposit and ended up keeping the S5.
Now while I do despise automatics, I do have to give Alfa a shout out for the paddles in the Giulia. I finally sat in a Giulia QV at the 2019 NY Auto Show and I marveled over how awesome they felt. A stark contrast to the Audi RS5 with the cheap plastic wheel mounted nubs that it for some reason has in an otherwise gorgeous cabin. I cannot personally imagine in buying a car with an auto (and this is not a put down to anyone who prefers autos…to each their own), but I do want to try the Alfa out just to feel those paddles in use.
“Continuing in that vein, the Alfa Romeo Giulia uses a Brake-By-Wire system. Huh? Yeah, the brake pedal does not directly control the master cylinder. Instead it is controlled by a module that incorporates the master cylinder, the ABS, and the Stability Control. Having all of this in one unit reduces weight while increasing performance.”
This will be a fun one for my brother and his auto-diagnostics buddies in a few years, yet another pricey dealer-only black box module, one that is now in charge of applying the brakes and on time. Alfa pioneering a brake-by-wire technology? Sounds like satire!
Umm, brake-by-wire has been in widespread use since 1998! I’m in a hurry, so I’ll let Wikipedia clue you in:
Brake-by-wire is used in all common hybrid and electric vehicles produced since 1998 including all Toyota, Ford, and General Motors Electric and hybrid models. The Toyota Synergy Drive and the Rav4 EV use a system where a modified ABS (antilock brake system) actuator is coupled with a special hydraulic brake master cylinder to create a hydraulic system, coupled with the brake control unit (computer). Ford’s system is almost identical to the Toyota system, and the General Motors system uses different nomenclature for components while the operation is virtually identical.
And the Alfa’s system is just a proprietary bought from a major global supplier. No need to fret. 🙂
Well if Alfa just took Toyota’s suppliers and bought units from them then I suppose that’s one thing.
But the whole paragraph reeks of very typical “black box syndrome” that makes the mobile diagnosticians able to charge $150-200/hr and make some very handsome income on these Euro-rides, as well as what makes the cars depreciate like rocks.
How does this system work when the car is turned off? There are so many things I’m failing to understand about all electronics. Of course, fly-by-wire has been on for decades, so this is no surprise. But still, I’m used to press the brake before I turn the engine off…BTW, is any of the electric power steering systems also by-wire, or all maintain a physical contact between the steering wheel and the wheels?
I’m not positive but perhaps it clamps the brakes on when turned off? Or not and lets the transmission hold it in place. The parking brake is electric.
The Infiniti Q50 sedan is the only one I know of in this market that has a version with steer-by-wire with no physical connection. I’m sure there are others elsewhere though.
Well I don’t know how the system Alfa is using works but the Ford and Toyota systems still have the brake pedal connected to the master cylinder and will work with total failure of the electrical system. Essentially you have a sloppy link between the two which will allow the brake pedal to travel a fair amount of distance before it compresses to the point where the link will manually move the brake booster input which in turn actuates the master cylinder. In normal operation the electronics will apply the brakes before that travel is used up, if the system decides the situation needs some friction brakes.
I really dig these and Alfas have always spoken to me. This article convinces me maybe I owe it to myself to go see one in person. Though, the “brake by wire” gives me pause. It was a disaster for Mercedes in the early 2000’s and I am not sure I trust Alfa to make it reliable if MB couldn’t. Technology can mature a lot in 15 years, so maybe it’s fine now.
I put the same all season P7’s on my ES350 14,000 miles ago. They are beyond wonderful. Cheaper than the factory Primacy MXV4 they replaced, and quieter, smoother riding, and better handling.
Sensotronic was a nightmare for MB but it’s been a few technological cycles since then and the Alfa system was developed and built by Continental. Mercedes had many other issues in that dark time you speak of too so who knows if it was the tech itself of just everything as a whole that it got wrapped up in.
Take a look at the Stelvio too, the interior is basically exactly the same, the pricing is similar and I believe it is effectively the base car for the Maserati Levante as well. Maybe when it’s time to out the Cayenne out to pasture…
Nice to hear another (confirming) opinion on the tires. I was very pleasantly surprised by them being an All-Season, I assumed it would be a Hi-Perf summer tire in this car’s configuration but after this can’t see that something pricier like a Michelin Pilot Super Sport would actually be any kind of tangible improvement (on the street).
Few weeks ago we bought new summer P7 Cinturatos for our Ford C-Max. My dad found an ad for a set of these Pirellis, worn 10 km. The owner of a new car traded them immediately for an all-season tires.
Funny thing – it was a new Lada Vesta Cross, made in Russia! Who would have thought that these two vehicles come with an identical type of tires, given their price difference!
Jim, thank you for the excellently written review. As I’ve sometimes told other contributors, with this writing style I’d enjoy a review of an LG fridge…
Giulias were a relatively common upscale sedan choice in Uruguay in the 60s and 70s, with some of them being sold by the early ’80s. Of course these cars and the one you tried have nothing in common, save perhaps for the place in the pricing scale. Around here, Alfa was a serious brand when BMW was known for the Isetta and the 600, and Audi was the name for a new DKW. I remember my Dad saying that if he had had the money he’d had got a ’63 Giulia just for the looks of its engine.
BTW, there’s something you mentioned in passing but I remember clearly. Alfas generally had their ignition at the left of the dasboard, Porsche-style (and Peugeot, and others..). Perhaps it’s just a tradition issue? Fiat based Alfas had theirs on the right of the steering column, but that was a copy of the respective Fiat column.
I did have an LG fridge and could probably wax on about it…my current GE doesn’t hold a candle to it even with the auto-fill water dispenser unit… 🙂
I didn’t realize that re: left side ignition on Alfa, my Spider didn’t have it but the 911 does – my understanding is it’s rooted in racing with such things as “LeMans starts” wherein at the start of a race the competitors literally ran from the edge of the track to the cars, hopped in, and then stared the car with their left hand while simultaneously putting it in gear with the right hand etc. No need to deal with seatbelts in those days I suppose.
I have read about that (LeMans starts) and it makes sense in Porsche and Alfa. I don’t think Peugeot (or ’60s Fiat) had that motive, though. They were just different (like having the turn signal stalk at the right…-no standardization).
Let’s hear about the LG then!!!!
“I slammed the front panel switch hard over and slid my hand-etched crystal glass into the proper slot, nodding appreciatively as the frozen cubes thundered down the chute like a miniature avalanche, knowing that the chilled water would shortly follow as reliably as the thaw in Spring….”
Splendid, and the scenery is at least as attractive as the Alfa. The Giulia is in my Top 3 of the current D-segmenters. The others are the Volvo S60 and the Peugeot 508. Still plenty of choice in that segment.
Looking forward to reading reports on long term reliability, quality control issues and rust prevention on this appealing appearing car.
Great review. Sounds as if one of these Alfas may end up in the Klein garage one day soon… The Giulias (and Stelvios) are thick on the ground here in SoCal but other than their neat little grilles, I don’t find the styling of either model to stand out that much from their competition. Maybe I’m just jaded by the fabulous cars of SoCal, especially in the coastal area where I live.
I wish Alfa imported the Giuletta to the US. The protagonist in the 2017 gay road trip movie Four Days in France drove one throughout the film and I’ve not been able to get this model out of my head since. Gorgeous little automobile and exactly the right size for urban driving.
The current Giulietta is near the end of its production run. Give it another year or so. Nevertheless, recently it got a mild refresh plus Alfa Romeo’s 2.0 liter engine, good for 175 hp (the former 240 hp top model Giulietta had the 1750 TBi engine).
I have a 2017 Giulia. The car is fantastic, but FCA needs to work on their dealership experience in a big way. Ford owners wouldn’t put up with the kind of crap you get at these dealerships (I’ve tried all three available in my area), there’s no way most BMW owners would want to switch to be treated so poorly. I love my car, but my lease is up in a month and I’m not going back.
Damn, I liked my comment. One of my best ever. Poof, gone! Said I was going too fast, even though it’s been over 24 hours. Site must be run by the Slowskys, those turtles that don’t like anything quick. Now you guys will never know the brilliance of my thoughts. Just imagine in your head a masterpiece of insight, wit, intelligence and culture.
My comment wasn’t any of that stuff.
I wish Alfa all the luck in its renewed US adventure. Here in the EU the Giulia has been unfortunately a complete flop despite it being recognized as a good performer. And no, it’s not the CUV/SUV syndrome, you hardly ever see a Stelvio either (also highly regarded by the press). At least from the Austrian market’s prospective I would pin it down on lackluster dealers and advertisement plus the “it’s not a BMW/Audi/Benz” thing.
But maybe it will work as Jim predicts, the US a very different market you have there.
FCA is all you need to know. Junk.
Now THIS is a car review.
High end (or any end) European cars are not really my thing, but I’d love to ease into those beautiful red seats and drive this beauty. In the sea of BMWs and Audis, this would be quite unique.
This is a professional job describing in words and photos those aspects of a vehicle that would come into play on a daily driving basis with an occasional high RPM foray onto some open and curving two lanes.
Alfa should print this and send it out as a detailed ad in physical and digital form.
But coward that I am, I’ll probably keep looking at “…lumbering 4Runners…”.
Nice job Jim.
Thank you, high praise indeed from Mr. Plaut himself! As you state, the car is still somewhat unique in many circles, although the great paradox is that Alfa’s desire is that it not be so unique and rather just as ubiquitous as the others. It has enough going for it though that I think it could still stand out should that occur, i.e. its charms are not merely due to its relative rarity.
Nice Alfa! You soon get used to people saying that to you when you drive on.
What to add to this – a very honest and open sounding review of a car I sense you hoped to like, but weren’t sure was going to match the competition. Well, it sounds like it did, and with that interior who can be surprised?
Too often, a review of a BMW or Audi can seem like something out of “Intense Consumer Electronics for Nerds” but this doesn’t and neither does the car. Driving this seems to bring out the driver in you and enjoying the car definitely happened.
As they say “Nice Alfa!” And I can attest to the neighbours coming out.
The car, while awash in technology, still lets plenty of its character and underlying personality come through so that the tech enhances the inherent goodness rather than being the raison d’etre itself as with many of the others. Making these two aspects work together without making one detract from the other is the secret sauce, I think. The neighbors have kept their distance since the car went back…:-)
The CC effect – just seen a Stelvio in black with the red leather interior – quite stunning and very tempting
I’m going to buy a white Giulia with the red leather. I have a 500 Abarth, same grey with red leather and I’d like to change things up a bit. The Giulia’s a beautiful car!