Giulia offers serious power, style
Road test: 2017 Alfa Romeo Giulia Quadrifoglio
The sports sedan segment has a new darling in the form of the ultrachic Alfa Romeo Giulia. It has style, presence and performance that sees it stand out from some very accomplished competition. There are three models: Giulia, TI and Quadrifoglio. However, the latter is unquestionably the halo car.
The Quadrifoglio (or four-leaf clover) was born when Ugo Sivocci painted one on his 1923 Targa Florio RL race car in an effort to break a string of second-place finishes. Needless to say, the cloverleaf lived up to its reputation for bringing good luck, with Sivocci finishing first. It has been the symbol of high-performance Alfa Romeos ever since.
The latest Quadrifoglio brings with it some serious credentials, not the least of which is the manner in which it draws otherwise nonautomotive eyes to it wherever it’s driven. Getting gas invariably lead to a conversation about its potency and beguiling looks. Beneath the seductive curves is an exotic blend of materials aimed at cutting unnecessary mass. The high-strength-steel body has aluminum fenders, suspension components and doors, along with a carbon-fibre hood, roof and front splitter. This brings an ideal 50/50 weight distribution front to rear and a world-class power-to-weight ratio of around three kilograms per horsepower.
The Giulia’s Ferrari-derived 2.9-litre twinturbo V6 pumps out 505 hp and 443 poundfeet of torque at 2,500 rpm. It is a howler of the first order that piles on speed in an effortless manner. The power is fired to the Quadrifoglio’s rear wheels through a very good eightspeed automatic that’s fast to shift and willing to kick down when a burst of speed is called for. The combination makes the cloverleaf edition seriously quick.
There is very little turbo lag off the line and once blowing at full gale the turbos bring some serious numbers. The Quadrifoglio rockets to 100 kilometres an hour in 3.9 seconds and accomplishes the 80-120 km/h passing move in a blistering 2.5 seconds. It also sounds the part, with a glorious exhaust tone that burbles and crackles at just the right time.
On the flip side, the engine uses idle stop and cylinder deactivation, which allows it to run on three of its six cylinders when the loads are light, to reduce real-world fuel consumption by up to 15 per cent.
The adaptive suspension, electromechanical brake system and tires (P245/35ZR19 front, P285/30ZR19 rear) combine to deliver a balanced blend of handling and ride comfort. It is also endowed with one of the most responsive steering setups ever tested. It is incredibly fast without feeling twitchy when cruising the highway. The same for the brakes: the four-piston front calipers clamp down on monster rotors, bringing very short stops.
One of the key reasons the Quadrifoglio hangs in well beyond expected limits is its torque vectoring. The twin-clutch rear differential optimizes the torque delivery to each wheel without interrupting the flow of power. This turns the car in with more authority and less steering input, which pushes understeer further out. This action is supported by an active front splitter that adds up to 100 kilograms of downforce; it changes according to whether the car is midcorner or running a fast straight. The two strategies make for a serious track missile.
The lot can be tweaked through the DNA selector. Forget Advanced efficiency, as it softens things way too much. Natural is for the city, as it sees the box upshift early without feeling numb when the gas pedal is prodded. Dynamic is for strafing a twisty road — the gears are held longer and as the tachometer swings through 3,800 rpm, the exhaust begins to sing its mellifluous song. The suspension is also slightly firmer, which cuts body roll to basically nothing.
The final mode is Race. It activates an overboost function, delivers a much sharper response from the throttle, transmission, brakes and steering, firms the suspension yet further and turns off the stability control, meaning it does not intrude when flirting with the limits of adhesion. This is what makes it so much fun to push. The other plus is the exhaust adopts a true basso profundo note, and it belts out its dulcet tone all the time. If there were a wish, it would be for a race-like mode, but with the electronic stability control and forward-collision systems active.
The cabin is first class, with a combination of leather, Alcantara and carbon-fibre inserts, very comfortable seats and the right driving position. It is also elegant in its simplicity. There are but three controls on the console (other than the shifter) and climate controls on the stack. The format is very easy to live with; the iDrive-like controller provides fast and easy access to all functions, including the navigation system.
There are, however, two minor nits to pick. The first is the paddle shifters should be on the steering wheel and not mounted to the column. The positioning makes them awkward to access with more than a quarter steering dialed in, and they tend to get in the way of the turn signal and wiper stalks. Second, while the infotainment system’s screen is wide at 8.8 inches, it is very short, which makes the navigation look like it is being viewed through a letter slot.
La dolce vita sums up the Alfa Romeo Giulia Quadrifoglio. It does everything its German rivals can, but in a sweeter, more seductive fashion. It is a one-of-a-kind ride that leaves an indelible smile on the driver’s face.