Essai Alfa Romeo Giulietta 1.6 JTDm 120 : un bon moteur diesel ? L'Alfa Romeo Giulietta est disponible avec un nouveau 1.6 JTDm de 120 ch en France. Ce diesel, qui trouve sa place entre le 1.6 USD 136 450. USD 30 574 (USD 28 388 NET) (Segue testo in Italiano) Perhaps looking at this car is more exciting than to drive it. We propose one of the 169 Alfa Romeo Giulietta SZ, produced on 27 January 1961 and sold to Sergio Sorbi's Smalti Firenze company on 31 March of the same year, just in time to debut at the end of June in the Coppa First of all, Alfa is not premium and neither is a Golf. Alfa has traditionally (and still today to some extent) serious issues with build quality and reliability. Where the car looks good stationary, it might not perform as well in the real world. Alfa has made real efforts to keep the Giulia’s weight down, and it’s resulted in the rear-drive Veloce weighing 1429kg, while the Q4 driven here is 1530kg. 17. Veloce models get the option of The natural chassis balance isn't quite there. The Cloverleaf feels like Alfa has tried to make a Golf GTI rival, but it hasn't got there. To be fair, the Alfa does the Golf part of Golf GTI very lirik maula ya sholli wasallim daiman abada arab. Nie ma się więc co dziwić, że topowa Giulietta straciła czterolistną koniczynkę na rzecz krótko i treściwie brzmiącego oznaczenia Veloce (z wł. – szybka). To jednak mało istotna kwestia. Ważniejszym jest fakt, jak na tle testowanej przez nas Giulii Quadrifoglio prezentuje się mniejsza Alfa i przede wszystkim – czy upływ czasu nie dał się zbytnio we znaki kompaktowej Włoszce. Druga młodość Choć co chwilę spotykam się ze stwierdzeniem, że stylistyka Julki jest już nieco przeterminowana, mam nieco inne zdanie na ten temat. Odświeżone nadwozie może i nie olśniewa na tle konkurentów, ale nadal wyróżnia się oryginalnym podejściem do tematu, ma bardzo wyważone proporcje i wcale nie prezentuje się przestarzale, mimo 7-letniego stażu na rynku. Nie mam wobec tego wątpliwości nawet wtedy, gdy stoi obok 510-konnej Giulii, pokrytej trójwarstwowym lakierem Rosso Competizione. Giulietta Veloce ma sporo smakowitych detali, w tym wypełnienie wlotów powietrza nawiązujące do mocniejszej siostry, czy czerwone zaciski hamulcowe sygnowane Alfa Romeo. Świetnie współgrają ze sobą ciemnoszare elementy nadwozia, a wisienką na torcie są przebijające się z wnętrza fotele z aluminiowymi wstawkami w zintegrowanych zagłówkach. Opcjonalnie możemy też wybrać matowy lakier Magnesio Grey pokrywający testowany egzemplarz, który nie gubi wyraźnie poprowadzonych przetłoczeń karoserii, a przy odpowiednim świetle wręcz je podkreśla. Sportowo, ale nie bez wad To, czego nie widać z zewnątrz, znajdziemy niestety we wnętrzu. Kontrowersyjna w momencie premiery deska rozdzielcza nie zyskała z biegiem czasu w moich oczach, a jedynie się zestarzała. Nieco wygięte kratki środkowych nawiewów, schowek umieszczony ponad nimi, czy cała górna część pokryta twardym tworzywem na pewno nie przywodzą na myśl młodszych wnętrz konkurencji. Na szczęście, Alfa ma w zanadrzu kilka mocnych punktów, które mimo wszystko tworzą bardzo przyjemny, sportowy klimat w kabinie. O jednym z nich już wspomniałem – to kubełkowe, seryjne fotele z wyhaftowanym emblematem, miejscem na pasy szelkowe i dumną sygnaturą marki. Są świetne w każdym calu, począwszy od wyglądu, aż po trzymanie w ostro pokonywanych zakrętach. Mają wygodne wyprofilowanie, a dzięki nienachalnym boczkom oparć pozwalają na pełną swobodę w operowaniu kierownicą. Są przy tym skuteczne przy dużych przeciążeniach i dają przyjemne wrażenie podróżowania w prawdziwie sportowych „kubłach”, a jednocześnie nie pozbawiono ich regulacji odcinka lędźwiowego (choć trzeba za nią dopłacić). Kolejnym przyjemnym akcentem są zegary umieszczone w głębokich tubach, przywodzących na myśl starsze modele. Mają jednak poważną wadę – te dwa najważniejsze rozmieszczono tak daleko od siebie, że skutecznie zasłania je i tak zbyt wielkie koło kierownicze. Podoba mi się z kolei oldschoolowy wyświetlacz pomiędzy nimi, który nie zaburza równie monochromatycznego klimatu we wnętrzu i całkiem nieźle komponuje się z resztą wskaźników. Szkoda, że wszystkie opcje komputera pokładowego umieszczono w jednym ciągu, przez co obsługa nie należy do najprzyjemniejszych. Miłym akcentem jest czarna podsufitka, która do spółki z czerwoną nicią i kilkoma aluminiowymi detalami powoduje, że czujemy się tu tak, jak powinniśmy się czuć w każdym hothatchu. Ciemna kolorystyka nie jest wadą, a wręcz przeciwnie – w wykonaniu Alfy Romeo wydaje się być przeciwieństwem „hiszpańskiego temperamentu”, jaki spotkamy w Leonie Cuprze. Wątpliwości sprawia jedynie materiał przypominający włókno węglowe. Spotkałem już podobny w Megane czy Golfie R i po raz kolejny mam wobec niego mieszane odczucia – nie ze względu na jakość, a samą próbę imitacji. Bardziej stanowczy będę w ocenie kierownicy, której już po raz drugi nie szczędziłem słów krytyki podczas testu kompaktowej Alfy. Ogromny wieniec nie tylko zmniejsza przyjemność z prowadzenia Giulietty, ale początkowo był także przyczyną złudnej oceny całego układu, który wydał mi się przeciętny w swojej precyzji. Sam przekrój koła kierowniczego jest z kolei zbyt kanciasty, by chwytać go z przyjemnością w szybkich łukach. Przeciętne wrażenie robią też malutkie łopatki do zmiany biegów. Z biegiem czasu średnio oceniam system multimedialny, który jest co prawda czytelny i ładnie zaprojektowany, ale w szybkości działania pozostawia wiele do życzenia. Pomyślicie, że dwa lata temu nie narzekałem na jego obsługę, a wręcz przeciwnie. Problem polega na tym, że przez cały ten okres konkurencja nie milczała. Przy okazji podpadła mi też nawigacja – choćby brakiem możliwości przybliżenia pokrętłem, czy słabym widokiem 3D podczas prowadzenia do celu. Do gustu przypadł mi za to system audio firmowany przez Bose, który szczególnie spodobał mi się w niskich tonach, gdy wystawiłem głośniki na próbę. „Tuba” umieszczona w bagażniku robi swoje, a cała reszta zdaje się grać czysto i bez zastrzeżeń. Swój udział w pozytywnych odczuciach ma zapewne wyciszenie wnętrza, które moim zdaniem jest jednym z lepszych w klasie. W kabinie możemy nieco narzekać na brak poczucia dużej przestrzeni, ale w dużej mierze jest to spowodowane dwoma faktami. Po pierwsze, w naszym egzemplarzu zabrano kilka centymetrów nad głowami pasażerów tylnej kanapy poprzez montaż okna dachowego. Po drugie – na ogólny odbiór „ciasnoty” wpływają mocno zabudowane słupki B oraz fotele ze zintegrowanymi zagłówkami – te dwa elementy pogarszają także widoczność. Nie martwcie się jednak o miejsce na nogi, czy szerokość kabiny – pod tymi względami Giulietta nie ustępuje większości konkurencji. Rasowy charakter Najważniejsze jest jednak to, co dzieje się pod nami i przed nami. 240-konny motor benzynowy o pojemności 1742 cm³ to jednostka znana także z supersportowego, ważącego niespełna tonę modelu 4C, w którym umieszczona centralnie potrafi wywołać niemały zamęt. W Giulietcie nie robi oczywiście takiego wrażenia, ale daje całkiem obiecujące osiągi – 6 sekund sprintu do „setki” i 244 km/h prędkości maksymalnej. Jeśli czytacie moje testy, wiecie jednak, że te dwie rubryki w tabelce to ostatnia rzecz, jaka robi na mnie wrażenie. Ważniejsze są oczywiście odczucia, rzeczywista dynamika przy różnych prędkościach oraz przyjemność z rozwijania mocy za pomocą prawej nogi. Giulietta już od pierwszych chwil zaskoczyła mnie swoją chęcią działania (choć moc rozwijana jest liniowo, bez „kopnięć”). Nawet w trybie Natural, reakcja na gaz jest dość zdecydowana, choć w dużej mierze zależy od humorów skrzyni biegów (o tym za chwilę). W ustawieniu Dynamic jest oczywiście jeszcze ostrzejsza, dając pełne odczucie sportowego charakteru auta. Oprócz ustawienia przepustnicy, w najbardziej rasowym z trybów zmienia się także działanie hamulca (inteligentnie zwiększającego ciśnienie w układzie jeśli szybko puścimy nogę z pedału gazu), praca wspomagania kierownicy, zawieszenia i skrzyni biegów oraz systemów ESC i ASR, a nad obrotem przednich kół czuwa elektroniczny układ Q2 naśladujący szperę. Prawda jest taka, że już w trybie N nasza Veloce jest bardzo precyzyjna, zwarta i zadowoli większość kierowców lubiących dynamiczną jazdę. Samochód niesamowicie klei się do podłoża, a samo zawieszenie nie pozostawia złudzeń podczas pokonywania torów tramwajowych, których zwyczajnie nie lubi. Podwozie jest po prostu niesamowicie zwarte i nie przeskoczy tego żadna regulacja pracy amortyzatorów, czy wyższa opona. Mnie w tego typu autach bardzo odpowiada taka bezkompromisowość i bez problemu mógłbym z tym obcować na co dzień. Tym bardziej, że szybko zakochałem się w prowadzeniu kompaktowej Alfy. Inżynierowie bardzo starannie opracowali tryb Dynamic. Choć na torze zapewne zabraknie nam mechanicznej szpery, na zwykłych drogach elektroniczny system Q2 potrafi zrobić naprawdę wiele dobrego. Układ daje o sobie znać dopiero przy mocniejszym skręcie kół z wciśniętym pedałem gazu – wcześniej właściwie nie musi, bo Giulietta i tak zachowuje się jak przyklejona do drogi. Przy wyjątkowo agresywnej jeździe, otwiera nam to jednak drogę do sporych szaleństw. Nie żebym do czegoś namawiał, ale… spróbujcie się temu oprzeć! Gdy spojrzycie na licznik w Waszych ulubionych zakrętach, możecie się nieco zdziwić, a i tak pewnie zostanie Wam jeszcze spory margines błędu. Alfa jest w tym wszystkim bardzo pewna, stabilna i precyzyjna, a wrażenia nie psuje układ kierowniczy, który daje właściwy opór i czucie (ale za projekt kierownicy należałoby kogoś wysłać do piekła!). Musimy jedynie pamiętać, że mocno wyciszone i odizolowane od świata wnętrze ujmuje wrażenia prędkości i możemy się nieco oszukać, jeśli na dłużej spuścimy oko z prędkościomierza. Niezłą robotę wykonuje układ kontroli trakcji, który zapewnia bardzo dobrą przyczepność podczas startów na suchej nawierzchni z systemem Launch Control, gdy prawa wskazówka ląduje nieco powyżej 3 tys. obrotów. Samochód ostro wyrywa do przodu, a „dwusprzęgłówka” szybko wrzuca kolejne przełożenia. Mimo wszystko zdarzały się jednak momenty, w których chciałbym pojeździć bez „kagańców”, samemu decydując, jaki procent momentu obrotowego ma w danym momencie przyjąć asfalt. To samo dotyczy skrzyni biegów. Niestety, Alfa całkowicie zrezygnowała z montowania do topowej wersji manualnej przekładni. Miałem okazję przetestować taką w Giulietcie z silnikiem i nie ukrywam, że widziałbym ją i tutaj. Dwusprzęgłowa przekładnia TCT o sześciu przełożeniach, choć bardzo szybka mechanicznie i niezła „na łopatkach”, w procesie „myślowym” niestety zawodzi. Wszystko jest dobrze do momentu, w którym zaczniemy jej komplikować życie swoimi zachciankami. Szybka redukcja o dwa biegi, nagłe odpuszczenie gazu po wbiciu wyższego biegu, naciśnięcia dźwigienek przeplatane szybkimi ruchami prawą nogą –wszystko to sprawi jej niemały kłopot, zamrażający na dłuższą chwilę naszą dynamiczną jazdę. Szkoda też, że w trybie Dynamic przekładnia nie redukuje biegów trochę wcześniej, ani nie reaguje specjalnie ochoczo na kickdown. Najlepszym rozwiązaniem przy sportowej jeździe zdecydowanie będzie przejście w tryb manualny, choć nie wykluczymy w ten sposób zagubionego charakteru skrzyni. Czasem lepiej jest zostać przy niższych obrotach, niż wytracać prędkość i cenne ułamki sekund w oczekiwaniu na reakcję. Można też redukować biegi w bardziej przewidywalny sposób – pytanie tylko, czy taki brak spontaniczności pasuje do kompaktowego, lekkiego hothatcha. Pozytywnym zaskoczeniem podczas całego testu było zachowanie przekładni przy małych prędkościach. Choć znów dało się zauważyć tendencję do utrzymywania drugiego biegu podczas jazdy w korkach, sama płynność działania okazała się stać na wysokim poziomie. Warunek był oczywiście jeden – przełącznik trybów jazdy ustawiony w pozycji N. Dobrze, że dźwięk silnika cały czas pozostaje bez zmian, choć i tutaj mam małe zastrzeżenia. Przy niższych obrotach daje się we znaki niezbyt naturalne brzmienie, sugerujące obecność pewnych wspomagaczy. Wrażenie w dużej mierze znika gdzieś w połowie każdego biegu, a całkowicie zanika przy rozkręconym motorze, który sam z siebie wydaje całkiem przyjemny ton przelatujący przez wydech. Zmiany biegów w górę, jak i w dół, są niekiedy akcentowane delikatnym strzałem, ale daleko im do wyładowań rodem z AMG A 45. Nie jest to zupełnie istotne w całokształcie, jaki oferuje nam najmocniejsza Giulietta. Na świetne wrażenia z jazdy w największym stopniu wpływa podwozie, które zestrojono w taki sposób, by pozwalało na jak najszybsze i pewne pokonywanie zakrętów, ale też bezkompromisową sztywność przy zmianach w docisku, czy obciążeniu między przednią a tylną osią. Wszystko to tylko uwypukla mniejsze i większe wady włoskiego hatchbacka, które za jednym zamachem dałoby się usunąć tylko w jeden sposób. A może by tak… Nowa generacja? Choć na początku zasugerowałem, że auto nie potrzebuje zmian w stylistyce nadwozia, to tylko jeden z ważnych elementów tych puzzli. Poważnej aktualizacji wymaga choćby wnętrze, ale nie tylko ono. Niestety, póki co, musimy zadowolić się obecną generacją, a o następcy w zasadzie się nie mówi. Podobnie sprawa wygląda w segmencie B, którego reprezentantem jest jeszcze dłużej urzędujący na rynku model MiTo. Za sterami Giulii Quadrifoglio naszła mnie jednak myśl, która towarzyszy mi do dziś i pewnie długo jeszcze nie zniknie. Gdyby tak zalety genialnego sedana przenieść klasę niżej – cały system multimedialny, obie skrzynie biegów, czy wreszcie genialną kierownicę? Przydałoby się oczywiście więcej mocy i głośniejszy wydech, radzący sobie bez żadnych wspomagaczy. Nie miałbym nic przeciwko napędowi na przód, jeśli tylko samochód prowadziłby się tak dobrze, jak jego poprzednie wcielenie. Póki co, pozostaje nam jedynie marzyć. Finansowo… …Giulietta Veloce wydaje się być godna uwagi. Rozmowy zaczynamy od kwoty 123 tys. złotych, za którą dostajemy całkiem nieźle wyposażone auto – już z automatyczną skrzynią, świetnymi fotelami, pełnym wachlarzem ustawień trybów jazdy i naprawdę dopieszczonym wyglądem. Wszystko to u konkurencji wymaga niemałej dopłaty. Gorzej wygląda kwestia wizyt na stacjach benzynowych. Choć Alfa nie wymaga tankowania 98-oktanowej benzyny, samo tempo, w jakim zużywa paliwo, jest dosyć znaczne. Nie pomaga w tym na pewno zagubiona przekładnia, która podczas dynamicznej jazdy ma spory wkład w łatwe przekroczenie 20 l/100 km. Takie wskazania osiągniemy przy mocnym traktowaniu auta, ale też nie w trybie ciągłym, a przeplatanym dość często spokojnymi przerywnikami. Trochę mi to wszystko przypomina Renault Clio ze skrzynią EDC. Normalna jazda po mieście to kwestia 12-13 l/100 km, z kolei w trasie bardzo dużo zależy od naszego temperamentu, co przedstawiam Wam w tabelce poniżej. zużycie paliwa: Alfa Romeo Giulietta Veloce przy 100 km/h 6,5 l/100 km przy 120 km/h 8,6 l/100 km przy 140 km/h 9,9 l/100 km w mieście 12,6 l/100 km Podsumowanie Alfa Romeo Giulietta w wersji Veloce to auto udowadniające sportowy wizerunek świetnym prowadzeniem, czy dbałością o detale, obecną w każdym modelu włoskiej marki od wielu lat. Szkoda, że nie mówi się o następcy, bo, patrząc na najnowsze dzieła producenta z Mediolanu, jak i to, co potrafi obecna na rynku Giulietta, jestem przekonany, że Alfa stworzyłaby świetnego hothatcha klasy kompakt. The Alfa Romeo Giulietta’s lineage is strong: Alfa Romeo’s 100 years have produced some truly magnificent cars, many pre-war when it was a high-end, blue-blooded marque. Even the post-war period, when Alfa Romeo became a mid-market premium brand, saw some triumphs too. The company turned more affordable still with the standard-setting 1971 Alfasud, the Giulietta’s lineal ancestor that would be succeeded by the 33 (the highest selling Alfa ever), the 145/146 and the 147. The Giulietta name made its debut in 1954, on an exquisitely pretty coupé that was a precursor to the ’55 Giulietta saloon. The Giulietta is a vital model for Alfa Romeo, whose annual global sales had sunk to little more than 100,000 units before the Alfa Romeo Mito supermini’s arrival, a financially unviable number. And the Giulietta’s so-called Compact platform is equally crucial to Fiat Auto as a whole, as it is providing the basis for mid-market Fiat, Lancia, Chrysler, Dodge cars and numerous spin-off models. So it needs to be good. The Giulietta – and most of those siblings – will compete in the biggest segment in Europe and, if it succeeds, form the bedrock of Alfa’s business. Skip to ContentSkip to FooterTi additions are expensive, certainly if you tick the option packs, but the Giulia remains an engaging sports saloon12 Jun 2019You don’t need 500bhp or more to enjoy a sports saloon. There are still companies doing more with less, and one of those is Alfa Romeo with its latest a basic Giulia is fun, but with styling inspired by the Quadrifoglio and the most powerful four-pot in the company’s armoury, we’d be lying if we said the Veloce Ti hadn’t grabbed our attention. The regular Veloce is already among our favourite sports saloons, and while the Ti is mainly a visual upgrade, it’s also an opportunity to refresh our transmission and 0-60 timeJust one engine and transmission combination is available – a 2-litre turbocharged petrol four-cylinder making 276bhp at 5250rpm, and 295lb ft of torque from 2250rpm. This, you’ll note, is identical to that of the regular Veloce, though given our experience with that car, that’s no bad thing.> Click here for our review of the BMW 330iIt certainly delivers strong performance, clearing the 62mph mark in only and eventually topping out at 149mph. You only get one option for reaching those speeds, that being an eight-speed ZF automatic gearbox, with power directed to the rear wheels that this is such a drag, given the ZF’s smooth, swift reputation, and Alfa’s fitment of some enormous aluminium gearchange paddles that wouldn’t look out of place on something from highlightsThe Veloce Ti’s specification niceties are predominantly visual, since mechanically the four-cylinder is unchanged from the regular Veloce’s. For the most part, these changes are designed to turn the Veloce into a Quadrifoglio, so you get the same 19-inch teledial alloy wheels, carbonfibre mirror caps and red brake calipers, and a choice of some Quadrifoglio-inspired reviews An optional Carbon Pack furthers the illusion, adding the range-topper’s distinctive carbon lip spoiler and side skirts, while carbon inserts also feature within, to go along with a pair of new Alcantara and leather sports it like to drive?The Ti, like all Giulias, drives as people imagine an idealised BMW 3-series to drive. Accurate steering, a lightweight (1429kg) chassis that seems to pivot around your hips, and a cornering attitude that can be adjusted with small movements of your right on all Giulias, the steering is light and ultra-responsive. Probably a little too darty for some, particularly on wet roads when a little more progression, weighting and information would be welcome to reassure you on turn-in, but at all other times you can flick the Ti around like it’s an MX-5. There’s a wonderful lack of inertia to the way the Giulia moves, enhanced by the way it seems to float over the road surface in the Normal mode on its settings the knob around to Dynamic, things do tighten up, but the suspension remains pliant, and Alfa provides a switch for returning the dampers to Normal, should you wish to combine the sharper throttle and gearbox mapping and slightly weightier steering with the gliding ride extra steering weight is certainly welcome, and Alfa’s 2-litre feels all the more responsive in Dynamic. It’s pretty good already in Normal – along with the Quadrifoglio, perhaps one of the best combinations of an engine with the ZF eight-speed we’ve experienced, with good throttle response and intelligent automatic gear selection – but clicking rapid shifts through with those beautiful alloy paddles in manual mode is even more of a still some shunting from the gearbox as it tries to swap cogs as quickly as a dual-clutch, but it’s less excessive here than in some other cars. And the outright performance is nothing to sniff at – the four-pot feels genuinely quick, and provided you’re in Dynamic there’s just enough induction bark to remind you that you’re driving a sports the brakes let things down to any real degree. The power is there, and the pedal is firm, but response can be inconsistent, particularly at lower speeds, and driving in an Italian fashion will see the hazard lights flashing in a panic before virtually every corner. The roads around Arese must flicker like a Christmas tree…Otherwise, the Giulia continues to do ‘sporty’ in a way we’d be happy to see much more often. Engaging when you’re in the mood, calm and comfortable when you’re not. It’s about as good as sports saloons currently and rivalsWith a starting price of £46,005, you’re looking at over six grand to turn your Veloce into a Ti, with the regular model costing £39,690. Going for one of the Quadrifoglio paint schemes isn’t cheap either, with Trofeo White being £2150 and Competizione Red coming in at £2500. Regular metallics, such as the Misano Blue of our test car, are a more palatable £ for active suspension and a limited-slip diff as part of the Performance Pack and you can add a further £1675, while the Carbon Pack is £1650. Go the whole hog and you can approach £55,000, and by that time we’d be wondering where we could find the extra for a £63,540 Quadrifoglio – but ‘options cost money’ is news to nobody, and the Giulia’s rivals can promise similar levels of financial rivals include things such as the new BMW 330i M Sport, which is £39,165 with an automatic transmission and similar performance, and the fine-driving Jaguar XE S (£39,415), which like the Alfa and BMW has four cylinders, but unlike that pair comes as standard with all-wheel a left-field choice? While it lacks the brand cachet of the above, Kia’s Stinger GT S is hard to ignore – £40,575 gets you turbocharged V6 power, a sub-five second 0-62mph time and a near-170mph top speed. There’s a reason it’s our current favourite of the PopularRange Rover 2022 review – new generation icon sits in a class of its ownReviewsRange Rover 2022 review – new generation icon sits in a class of its ownDoubling down on a Range Rover’s best bits, while polishing some of its worst – the all-new model is everything you expected, and hoped, it would be22 Jul 2022New versus old: 930 Porsche 911 Turbo vs 992 Porsche 911 Turbo SFeaturesNew versus old: 930 Porsche 911 Turbo vs 992 Porsche 911 Turbo SNearly 50 years split these two sports cars, but the lineage of a Porsche 911 Turbo is undeniable – and there's good reason for it22 Jul 2022Used Jaguar F-Type (2013 to date) review and buyer’s guide ReviewsUsed Jaguar F-Type (2013 to date) review and buyer’s guide Stylish, sporty and still good to drive, the Jaguar F-Type is growing old very gracefully 18 Jul 2022Skip to HeaderSkip to Content For as long as the Alfa Romeo Giulia has existed, the ordinary models have lived very much in the shadow of the 510hp Quadrifoglio. Which always happens, to some extent, with sports saloons, but it was more keenly felt with the Giulia, precisely because it was an Alfa. The level of expectation around a proper M3 rival with the hallowed Cloverleaf on its wings meant precious little attention was paid to the models that would account for the majority of sales; that the QF then exceeded all expectations only made matters at least that's how it's always seemed. Which is a shame when you think about it because not only did the sub-Quadrifoglio cars give good accounts of themselves in Italy and the UK, but the Veloce was deemed sufficiently talented to surpass a Jaguar XE in a twin test a couple of years ago. They really are that good; you just might not have heard...Happily the revisions recently introduced to the Quadrifoglio have also made it to the Sprint and Veloce, which easily justifies a second look. The most significant change is the introduction of a larger infotainment screen with Apple CarPlay and a little more leather which, of course, doesn't sound like much. Then again, what more d'you want? Is the giant central screen of a C-Class really that desirable? Are those new 3 Series dials actually an improvement? Do 64 mood lighting colours benefit the overall experience?Because what you do get is a superb driving position, dropped low in really supportive seats, with great dials (and those lovely paddles) ahead. Meanwhile the touchscreen can also be controlled by a dial, the HVAC makes sense. and your phone can be charged wirelessly or via a cable. The missing sense of occasion is a notable absence in an £80k QF; in the Veloce, it's much more forgivable. In sorting the basics and not worrying too much about fripperies, Alfa has delivered a decent interior. Could it be better? Sure - but there's ample evidence of just how awry a radically overhauled interior can go these same logic extends to how the Giulia drives; it doesn't attempt to make any dramatic break from tradition, rather it sorts the fundamentals really well. Even without the optional Performance Pack that brings a limited-slip diff and damper modes, this Veloce drives as well as any rival. It's properly light by the standards of the segment, coming in comfortably under 1,500kg, and the benefits are felt everywhere: it accelerates willingly, changes direction eagerly, rides fluidly (because it doesn't need super stiff suspension to rein in weight) and doesn't use much fuel in the the sub-300hp model isn't as rabidly thrilling as the 500hp+ flagship, but the fleet-footed Veloce is genuinely fun to be behind the wheel of, which cannot always be said of middling efforts in the compact exec segment. Though the four-cylinder turbo remains unchanged, it's just potent enough to dovetail nicely with the vibrant rear-drive chassis. Of course it's a shame that any Alfa engine only revs to 6,000rpm, but that's hardly a fatal impressive still is that the Giulia doesn't sacrifice refinement in its pursuit of lightweight vigour. Maybe it isn't quite as hushed on a long journey as a 3 Series, though it remains more than relaxing enough, and any additional disturbance seems worth it for the way the Alfa drives everywhere else. It's proof of just how right Alfa got its first rear-drive saloon in a quarter of a that's before considering the main reason to buy an Alfa Giulia - the way it looks. New colours were introduced as part of the most recent update, with this car's Visconti Green one of them. It's hard to think of a better £700 option, either, the colour elevating the Veloce from a smart saloon into a properly attention-grabbing model. You'd be happy enough simply seeing a car that looks this good outside; knowing that it's also a great one to drive would almost be a not forget either that the Giorgio-based cars - both Giulia and Stelvio share the platform - are apparently not long for this world. Which is a shame no matter how you look at it. As proof of what Alfa Romeo can achieve in two extremely competitive segments, they've both been fantastic. And never more so as a petrol-powered sports saloon in a lovely shade of dark | ALFA ROMEO GIULIA VELOCEEngine: 1,995cc, 4 cyl turboTransmission: Eight-speed auto, rear-wheel drivePower (hp): 280@5,250rpmTorque (lb ft): 295@2,250rpm0-62mph: secsTop speed: 149mphKerb weight: 1429kgMPG: 195g/kmPrice: £42,575 (price as standard; price as tested £44,975 comprised of Visconti Green paint for £700, yellow brake calipers for £450, Climate Pack (Front USB, rear air vents, cooled glovebox, Rain, dusk and condensation sensors) for £250 and Driver Assistance Pack Plus for £1,000.)BMW M3 Competition vs. Alfa Giulia Quadrifoglio Alfa Giulia Quadrifoglio vs. Porsche Taycan 4S Two mid-level models strengthen Alfa’s Giulia portforlio by , on September 20, 2016, 13:00 LISTEN 12:42 The Paris Auto Show is usually packed with just about every auto manufacturer under the sun, but this year the show is going to be missing a number of big names. We first learned that Volvo, Ford, Aston Martin, and Rolls-Royce would be missing, and more recently we’ve learned that Bentley and Lamborghini will also be skipping out on the show. That’s a lot of big names, but there’s at least one automaker that will be in Paris in full force with a number of new cars. That automaker is Alfa Romeo, and one of those cars is the new Alfa Romeo Giulia Veloce – a model that debuts two new engines (one gasoline and one diesel) and Alfa’s long awaited Q4 all-wheel drive system. These engines represent the basis for two mid-level models with the gasoline-powered producing 280 horsepower and the diesel promising 210 horsepower. But, we’ll talk more about the available engines later. With these two new models, it has become pretty clear that Alfa has quite literally worked backward as far as releasing models. The brand started out balls to the wall with the Giulia QV and its 505-horsepower, V-6, and then it announced the entry-level Giulia. Now, we’re getting the middle of the spectrum with these new gasoline and diesel powertrains. While it’s a little backward, these new models should be significantly cheaper than the QV and should provide a price point that makes the Giulia attainable for those who can’t afford the $70,000 price tag of that crazy Giulia QV but want to spend more than $50,000 for the entry-level model. With that said let’s dive on into the new Giulia Veloce models and go over all the details. Continue reading to learn more about the Alfa Romeo Giulia Veloce. Year: 2017 Make: Model: Engine: inline-4 Horsepower @ RPM: 280 @ 5250 Torque @ RPM: 295 @ 2250 Displacement: L Top Speed: 155 mph (Est.) Price: car segment: Purpose: body style: Overall: ExteriorThe distinct body lines on the hood, and the sides of the Giulia assert the car’s stylish and sporty characteristics and make it very pleasing to look at On the outside, you’re going to notice very little difference between the Giulia QV and the Giulia Veloce Models. Both Veloce models have the same body styling as the base-model Giulia, including the toned down front fascia and that dominating triangular radiator grille. That’s good news, though, as the distinct body lines on the hood, and the sides of the Giulia assert the car’s stylish and sporty characteristics and make it very pleasing to look at. As you can see from the model here, it’s rocking the same wheels that were found on the QV when it made its debut and it also has yellow-painted calipers which really stand out against the blue exterior finish seen here. And, despite the fact that the Veloce is inherently lower in the hierarchy compared to the QV, it still gets that diffuser-like insert on the rear fascia. It does have a single exhaust outlet on each corner like the base model Giulia, with the extra space around the single exhaust outlet on each side filled in by a weird little mesh insert. You can also find Veloce badging on each side of the Veloce models. All told, Alfa Romeo has managed to create a couple of mid-range models without sacrificing anything in the exterior department, which is a really good thing. The Giulia looks great, and it would be a shame if Alfa toned it down any more than it already is. Interior If you’ve taken a good look at the Giulia QV, the interior of the Veloce will look very familiar to you. The Veloce comes with the same flat-bottom steering wheel and the same two-pod gauge cluster with a TFT display in the middle. The center stack is dominated by a horizontally oriented infotainment display and two large HVAC vents just below it. The Veloce does get unique grips on the sport steering wheel and a new set of black leather sport seats that actually look better than those in the QV. On top of this, the inserts around the door handles, on the face of the dash, and on the center console have been replaced by some slick looking aluminum inserts compared to the silver inserts found on the QV. In most cases, it’s nice to see a lot of different interior features among models. But, when it comes to the Giulia Veloce, it looks like Alfa nailed it as far as bring in unique features without toning down or differentiating the interior too much. The new Veloce is just as nice inside as it’s more expensive brother while providing the same left of comfort and refinement at a lower price. Not bad. Drivetrain The drivetrain department hosts the biggest news when it comes to the Giulia Veloce. It can be had with one of two different engines: a turbocharged, four-cylinder and a Diesel. The gasoline engine delivers 280 horsepower at 5,250 and 295 pound-feet of torque at a relatively low 2,250 rpm. This kind of power output from a small gasoline engine can be attributed, in part, to the “2-in-1” turbocharger system as well as the high-pressure direct injection. Alfa hasn’t disclosed what kind of turbo pressure the 2-in-1 system runs, but we do now that the fuel system runs at 2, psi, which is becoming increasingly more common but much higher than fuel pressure systems found in cars made just a few years ago. The use of this 2-in-1 turbocharging system and the extremely high fuel pressure helps to generate a quick response and a high level of efficiency. The gasoline engine delivers 280 horsepower at 5,250 and 295 pound-feet of torque at a relatively low 2,250 rpm On the diesel front, that oil burner generates 210 horsepower at 3,500 rpm and 346 pound-feet of torque at a low 1,750 rpm. The big news here is the fuel system that is in use. Built on MultiJet II technology, the system uses injection rate shaping and runs at around 29,007 psi – yes you read that right, 29,000 pounds of fuel pressure. There’s also an electrical, variable geometry turbocharger that helps to eliminate turbo lag and provide great throttle response at any engine speed. Unfortunately, neither Veloce model is available with a manual transmission, with an eight-speed automatic being the shifter of choice. Be that as it may, the Giulia Veloce does come with paddle shifters so some spirited driving isn’t out of the question, but know that if you really want to row your own gears, you still have to go with the QV here in the as it is the only model available here with the six-speed manual. Alfa hasn’t released fuel economy figures for the gasoline-powered Veloce as of yet, but with the upcoming Advanced Efficiency model pulling a claimed 56 mpg, expect both of the Veloce models to obtain somewhere in the area of 37 to 43 mpg. What happens to be the biggest news, really comes in the form of four driven wheels that will all be powered by Alfa’s new all-wheel-drive system. The system is built around Q4 technology and uses an active transfer case with that helps to ensure excessively quick torque distribution on demand while keeping efficiency on the higher end of the scale. Part of this can be attributed to the front differential that weighs about 132 pounds. By use of Q4 technology, the AWD system is constantly monitoring the conditions of the driveline while distributing 100 percent of available torque to the rear axle. When conditions require it, up to 60 percent of available torque can be sent to the front axle. In short, you get the benefits of all-wheel drive while being able to enjoy the handling characteristics of a rear-wheel-drive car. You pair that AWD system with the double wishbone suspension and semi-virtual steering axis and you have a machine that will offer highly spirited driving on demand without the need for massive amounts of horsepower or a heavy duty AWD system. Pricing Official pricing for the Giulia Veloce has yet to be announced, however, we know that the Giulia QV will start out at $70,000 here in the while the base model is expected to start out around $50,000. With that kind of pricing schedule, we expect the Veloce model to go for somewhere in the neighborhood of around $57,000 to $60,000. Which really isn’t bad when you consider you also get that awesome AWD system and the option of choosing between two assumingly efficient but powerful engines. The ordering books for the diesel-powered Veloce will open the day it debuts at the Paris Auto Show, so expect to see official pricing in the very near future. CompetitionBMW 3 Series On the price front, the Giulia Veloce really competes with the BMW 5 Series, however, the 5 Series trumps the Giulia Veloce in every performance spec there is. With that said, we need to look at the cheaper 3 Series to find an appropriate competitor. Priced anywhere between $33,450 and $49,900, the 3 Series is available with a variety of four- and six-cylinder engines, but when it comes to comparing, the gasoline-powered Veloce competes quite well with the 330i xDrive sedan. With all-wheel drive and a turbocharged, four-cylinder, the 330i delivers 248 horsepower and a sprint to 60 mph at a price of about $40,750 as of the time of this writing. For the diesel-powered Veloce, you have to look to the 320d xDrive, which delivers just 180 horsepower from its turbo diesel and a sprint to 60 mph. The 320d xDrive starts out at $42,250. Both models offer comparable performance to their Alfa counterparts but come in just a bit cheaper. So, the real question is, do you want to spend a little more and go with the Alfa, or be like everyone else and buy German while saving a little bit of money while you’re at it? Read our full review on the BMW 3 Series here. Mercedes C-Class Keeping with the German competitor theme, the Mercedes C-Class is the next best competitor in line. We’ve previously compared the Giulia QV to the AMG C63, and for the Veloce, we can look to the C300 4Matic. While it isn’t available with a Diesel Powertrain, the C300 does come with a turbocharged, four-banger that delivers a fair 241 horsepower and 273 pound-feet of torque. That torque comes in relatively lower in the powerband and is available from 1,300 rpm all the way to 4,000 rpm while the horsepower does max out until you get the engine speed up to 5,500 rpm. At the time of this writing, the C300 starts out at $40,950 before options taxes and delivery. That should put it significantly cheaper than the Giulia Veloce, but then again, there are tons of C-Class models out there and very few Giulia’s rolling around. In this case, it might be worth it to pony up the extra cheddar to go for Alfa. Read our full review on the Mercedes C-Class here. Conclusion Alfa Romeo has been working hard at reestablishing itself in the Automotive world, and the availability of different drivetrains and models in the Giulia stable goes to show all of that hard work. When the Giulia QV made its debut, I was skeptical. You try to rebuild your brand by throwing a $70,000 car at the public and hoping people bite. Then we got word about the entry-level Giulia, and now these Veloce models, and it’s clear the Alfa Romeo has a good plan in place. Now it has this sexy and aggressive looking sedan than can be had for anywhere between $50,000 and $70,000. I would still like to see Alfa Romeo produce something as classy and sophisticated at a much lower price – after all, just look at the competition. But, for now, I think the company is on the right track, and I’m looking forward to what it comes up with in the future. Love it New engine options Mid-level price point Retains that sexy style Leave it Priced a little high for the competition No six-speed manual available for Veloce Robert Moore Robert has been an auto enthusiast his entire life. He started working cars at a young age, learning the basics from his father in the home garage on the weekends. As time went on, Robert became more and more interested in cars and convinced his father to teach him how to drive when he was just 13 years old. Robert continued working on cars in his free time and learned as much as he could about engines, transmissions, and car electrical systems, something that only fed his curiosity more and eventually led him to earn a bachelors degree in automotive technology with a primary focus on engine performance and transmission rebuilding. Read full bio About the author Press ReleaseAlfa Romeo returns to the Paris International Motor Show with a prestigious stand worthy of a premium brand which symbolises Italian excellence. The spotlight will shine on Giulia, the most authentic expression of the Alfa Romeo spirit, successfully combining all the elements which have made it one of the most desirable automotive brands: distinctive Italian design, high-performance engines, perfect weight distribution, unique technical solutions and supreme weight-to-power ratio. Visitors to the world preview at the Paris International Motor Show will have the chance to discover the new Giulia Veloce, which features exclusive engine versions, style and contents. The Giulia Veloce comes with two new engine versions: the 280 HP Turbo petrol and the 210 HP Diesel, both with 8-speed automatic transmission and the unprecedented Q4 all-wheel drive. It will be possible to order the 210 HP Diesel version of the Giulia Veloce starting from the first day of the Paris Motorshow, September 29th. For more details about prices, visit the local press site. In Paris, the Alfa Romeo Giulia will be unveiled in five different guises: two new Veloce incarnations, two Super versions and a captivating Quadrifoglio. Alongside these creations, the public can also view the New Giulietta Veloce and the New Mito Veloce, both featuring a pronounced family feeling with the Giulia, as well as the Coupé and Spider versions of the Alfa Romeo 4C, the brand’s modern icon. All these cars are unique in their design and technology, and they were created to thrill on the road and on the track. For over a century, Alfa Romeo cars have been dedicated to those who demand that their cars transcend the concept of a ’useful means of transport’ and become instead a ’source of deep excitement’. Alfa Romeo Giulia Veloce "Veloce" is a glorious name that is evocative of the Alfa Romeo tradition, established in 1956 with the Giulietta model and ever since illuminating the brand’s outstandingly sporting and original versions. Today, the name Veloce glorifies another Giulia, to satisfy the needs of customers yearning for contents packed with personality. The new model will progressively be sold across all markets in the EMEA area with prices that will vary from one country to the next. The Parisian show will showcase two new Giulia Veloce variants, both with 8-speed automatic transmission and four-wheel drive: the first model sees the début of the as yet unseen Blue Misano livery and is fitted with the new 280 HP Turbo petrol engine, while the second Giulia Veloce, displaying an alluring Silverstone grey body, is fitted with the new 210 HP Diesel engine. Distinctive style and exclusive equipment The exterior of the new Giulia Veloce stands out both for its refined styling features, such as the specific bumpers and glossy black door trim, as well as for various sports contents such as the special rear extractor which incorporates a double exhaust pipe and the optional 5-hole 19" alloy wheel rims. The same sporty feel reigns inside, where new black leather Sport seats dominate, plus a sports steering wheel with an original grip, aluminium inserts on the dashboard, central tunnel, door panels and Xenon headlights. This distinctive interior and exterior style houses a wealth of standard equipment, including dual-zone climate control, the Alfa DNA system and Connect infotainment system, as well as the new efficient active safety systems such as Forward Collision Warning (FCW) with Autonomous Emergency Brake (AEB) and pedestrian recognition, the Integrated Brake System (IBS), Lane Departure Warning (LDW) and cruise control with speed limiter. Two new engine versions The Giulia Veloce heralds the début of the new 2-litre petrol engine - a 4-cylinder engine made entirely of aluminium - which generates 280 horsepower at 5,250 rpm and a maximum torque of 400Nm at 2,250 rpm. In addition to the MultiAir electro-hydraulic valve activation system, the particular features of this engine include the "2-in-1" " turbocharger system and direct injection with a 200-bar high pressure system which combine to deliver a particularly quick response to accelerator commands at all speeds while permitting highly efficient consumption levels. Alternatively, the Giulia Veloce can be fitted with the new Diesel engine which develops a maximum power of 210 HP at 3,500 rpm and a maximum torque of 470 Nm at 1,750 rpm. A special note: the turbo diesel engine on the Giulia is the first diesel engine in Alfa Romeo history to have been built entirely in aluminium. With four cylinders in line, this engine stands out for its latest-generation injection system with MultiJet II technology and Injection Rate Shaping (IRS), along with operating pressures of 2,000 bar. The electrically-operated variable geometry turbocharger offers state-of-the-art mechanics and minimises response times while also guaranteeing benefits in terms of efficiency. The most sophisticated driving satisfaction and comfort levels are also guaranteed by the use of a balancing countershaft. Both the new Giulia Veloce models come with 8-speed automatic transmission and are powered by engines made in Italy in the plants in Termoli (petrol) and Pratola Serra (diesel), in areas dedicated exclusively to Alfa Romeo engines, using state-of-the-art processes and methods which place them at the top of their categories for performance and efficiency. What’s more, the innovative "AE" - Advanced Efficiency - version will be available at the beginning of 2017. Distinguished by a specific badge on the tailgate, this version - which is available on the Giulia and Giulia Super trim levels, is based on the 180 HP Diesel engine with 8-speed automatic transmission. The Advanced Efficiency variant achieves extraordinary results in terms of fuel consumption and emission levels: l/100 km and just 99 g/km of CO2 in the combined cycle. These results are obtained thanks to specific technical solutions, through the implementation of a low-pressure EGR valve that improves engine efficiency, an air-water intercooler, a secondary engine cooling circuit in addition to the primary circuit, and specific gearbox ratios. On top of this, thanks to a reduction of approximately 5 millimetres in the height of the car body and to exclusive, specifically-designed alloy wheel rims, the CX has been reduced to for improved aerodynamic efficiency. Last but by no means least, the Giulia "AE" Advanced Efficiency is fitted with specific 205/60 R16 tyres for reduced rolling resistance. The effects of these innovations can be seen in the overall performance of the engine, starting at low revs, with prejudice to its outstanding performance levels: a top speed of 230 km/h and to accelerate from 0 to 100 km/h. Four-wheel drive with Q4 technology At its world preview, the new Giulia Veloce offers the début of the innovative all-wheel drive system with Q4 technology, designed to handle vehicle traction in real time, and to guarantee outstanding levels of performance, efficiency and safety. The architecture of the Q4 system fitted on the Giulia Veloce includes an active transfer case and a front differential designed to accommodate the specific technical requirements of Alfa Romeo, in order to handle a high torque extremely promptly with a particularly compact and light-weight design (the increase in weight is just around 60 kg). The transfer case uses advanced active clutch technology that provides extremely dynamic driving while at the same time guaranteeing reduced fuel consumption. Speedy response and accurate torque distribution are guaranteed by the Next-Gen integrated actuator, depending on the drive mode selected on Alfa DNA. In particular, the Q4 system continuously monitors multiple parameters to guarantee optimum torque distribution between the two axles depending on how the car is used and on the available road surface grip. This technology is capable of foreseeing loss in wheel adherence, relying on the information gathered by the lateral and longitudinal acceleration sensors, and by steering wheel angle and vehicle yaw speed sensors. Under normal conditions, the Giulia Veloce with Q4 system behaves like a rear-drive vehicle: 100% of torque is distributed to the rear axle. As it reaches the wheel adherence limit, the system transfers up to 60% of the drive torque to the front axle in real time, thanks to a dedicated transfer case. To ensure maximum speed of response in re-distributing torque, the system exploits a high mechanical over slippage (up to between the two axles, which translates into segment-beating vehicle control in terms of traction and directional stability on bends. The Q4 system on the new Giulia Veloce therefore provides all the benefits of all-wheel drive - in terms of stability, traction and safety - while also guaranteeing reduced fuel consumption, extra responsiveness and all the driving satisfaction of a car with rear-wheel drive. All the strengths of the Giulia model The new Giulia Veloce confirms all the particular features of the model which has launched the come-back of the Italian brand to this major segment. First of all, a distinctly Italian design that is expressed through a sense of proportion and simplicity plus quality surfaces framing the driver and placing him boldly centre stage. In addition, the choice of rear-wheel drive - and now also the Q4 all-wheel drive system - is more than a simple tribute to the most authentic roots of the Alfa Romeo legend: it is also a technical solution which delivers high performance, deep pleasures and supreme driving sensations. Further particularities of the Giulia include the outstanding weight distribution across the two axles, the sophisticated suspension (Alfa Rome patent) and the most direct steering in its segment. In addition, the Alfa Romeo Giulia combines extraordinary engine performance with ample use of ultralight materials, like carbon fibre, aluminium, aluminium composite and plastic, in order to obtain the best weight-to-power ratio (less than 3 in the Quadrifoglio version). In keeping with Alfa Romeo traditions, the new Giulia offers unique technical solutions that make it the benchmark for its segment. The more sophisticated features include the Integrated Brake System (IBS) for considerably reducing braking distance, and active suspension for exceptional comfort. Exclusive to the Quadrifoglio version, the Torque Vectoring technology affords outstanding torque distribution between the two wheels on the rear axle, and the Active Aero Splitter actively controls downforce at high speed. Not to be forgotten, the Alfa Romeo Giulia has recently earned five prestigious Euro NCAP stars, scoring 98% in adult occupant protection. This is the highest score ever achieved by a car despite the more severe evaluation system introduced in 2015. This outstanding result was achieved by implementing two key elements: firstly, the adoption of a wide range of innovative safety systems, and secondly, the efficiency of a bodyshell that is light and rigid in equal measure, and makes extensive use of ultra-lightweight materials such as carbon-fibre, aluminium and aluminium composite. The Paris show will be exhibiting two Giulia Super models with a 180 HP Diesel engine and a 200 HP Turbo petrol engine, both with 8-speed automatic transmission and rear-wheel drive. These models have been embellished with the Sport Pack (including sports steering wheel with specific grip, aluminium inserts on the dashboard, central tunnel and door panels, as well as Xenon headlights) and Luxury Pack which includes: full grain leather seats (available in four colours: black, beige, tobacco and red), leather upholstered dashboard and door panels, heated front seats electrically adjustable to eight settings, heated steering wheel, real wood (oak or walnut) inserts on the dashboard, central tunnel and door panels, plus chrome-plated exterior window frames and electrically folding door mirrors. This car also offers refined Mopar accessories in carbon: the wing mirror housing, the front grille and the gearknob. The stand exhibit is completed by a Competition Red Giulia Quadrifoglio, fitted with a 510 HP V6 Biturbo petrol engine and presented in the sports configuration featuring 5-hole ultra light-weight 19" wheel rims, carbon ceramic brake system and Sparco seats with carbon structural shell. Press release Related Articles

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