Long termers
So far, we’ve heaped praise on the Giulia, but this is the litmus test
AFEW months ago, we tested Alfa Romeo’s brand-new, range-topping Giulia QV. We found it to be an incredible driving machine, so much so that we give it the nod above Mercedes-amg’s C63 and BMW’S M3. However, while performance models are great for creating hype and brand awareness, it’s further down the pecking order where the majority of sales take place. In a more recent comparison test, a 2,0-litre Giulia held its own against a similarly engined and priced Audi A4.
During both those tests, some readers expressed the opinion that, being an Alfa, it was only a matter of time before something went wrong on the Giulia. So, we requested a long-term test car to see whether these prejudicial claims should be laid to rest.
A few weeks ago, we took delivery of a Giulia Super, which is the mid-level derivative in the compact-executive range and a hearty nod to the nomenclature used on Alfas of old. The Super is powered by a 2,0-litre turbopetrol coupled with an eightspeed torque-converter automatic transmission. In Alfa tradition, power is sent to the rear wheels.
There is no doubt the Giulia is a great-looking car and, while the Kelvinator white colour divides the CAR team, the mid-size sedan attracts admiring glances. The Super trim level denotes a certain level of luxury and, while the base-spec model isn’t lacking, this derivative does add a few desirable modern conveniences to the package. These include dualzone climate control, radar-based cruise control, partial leather seats, chunky metal paddle shifters like the ones on its QV sibling, 17-inch alloys and a reverse-view camera. The infotainment system features Bluetooth connectivity, which is quicker-acting than that of my old Audi A4 long-term car, but there is no satellite navigation or heated front seats, sadly. Speaking of the seats, they are partially trimmed in red leather, with grey inserts in the cushions and backrests. They brighten what is otherwise a sombre cabin.
The Giulia has managed to accumulate quite some mileage in just a few weeks. I’ve been away on assignment, but thankfully some colleagues have been using it in my absence instead of their own long-term test cars, which speaks volumes of the driveroriented nature of the Giulia.
So far, there haven’t been any issues to report, something we don’t foresee changing over the next 12 months if recent positive experience with two Alfa longtermers, a Giulietta and a Mito, are anything to go by.
I can’t help but fixate on this Q2 long-termer’s as-tested price despite its numerous obvious and more restrained charms. Subjectively, at nearly R700 000, this Coral Orange Q2 is overpriced. Value for money being a relative concept, however, this month I thought it best to investigate which extras contributing to that bullish total are worthwhile, and which ones are superfluous fripperies.
Let’s start with the good ones. The appeal of a colour, or the design of an object, is wildly subjective, of course, but the lustrous carroty hue (R2 430) and five-spoke 19-inch alloys (R23 000 … ouch) morph the Q2 into a true head-turner.
Other highlights on the options sheet include the Audi Sound System (R4 000 for superb reproduction); adaptive cruise control (more perceptive than many such setups and good value at R5 710, as it adds Pre Sense collision avoidance); artificial leather (R9 000; looks like the real thing at R6 500 less); and Virtual Cockpit, which lifts the cabin (R6 400 but, annoyingly, only if you select the R24 000 MMI Navigation Plus).
I’m less enamoured with the LED headlamps; the spread of light is weaker than on many cars using this tech; the R14 450 can be spent elsewhere. Because I prefer pressing a lock/unlock button on a key fob, I’d save the R6 000 for the comfort key, while the auto function on the climate control goes unused. It’s an upgrade from manual air-con and it’ll cost you R8 000 for a feature that should be standard.
Specced carefully, a R529k Q2 1,4T FSI Sport could cost less than R600k, but feels as special. That’s still lots of money for not a whole lot of metal but, mercifully, besides looking smashing, the Q2 is also rather special to drive.
IT’S been difficult to resist this big Swede’s charms and testament to this are regular requests by colleagues to borrow it for weekend trips with friends and family. Besides a few I’ve taken up the West Coast and inland through the Overberg, two CAR staffers have used the Electric Silver Volvo on similar journeys and returned full of compliments.
As an environment in which to travel, you’d have to look further up the premium hierarchy to better the XC90’S cabin. The Nappa leather seats – heated and power-adjustable – are some of the most comfortable and supportive I’ve experienced, while the Bowers & Wilkins sound system (part of the optional R68k Premium Pack) provides superb entertainment.
This is a big car and rear passenger space is prodigious, as is the 464-litre boot and 1 460-litre utility space. It even offers a fairly generous 144 litres with all seven seats raised.
On the road, the XC90’S air springs on the rear axle provide a cushioned ride and, should the mood take you, the bevelled alloy scroller next to the gearlever accesses a dynamic mode that stiffens the suspension and remaps the eight-speed auto transmission’s shift patterns to best take advantage of the 2,0-litre turbodiesel’s 173 kw/470 N.m.
So far, I am averaging 9,56 L/100 km, which is far above our fuelindex figure of 6,8 L/100 km. This is not helped by the fact that, most mornings, I complete a 20 km school run in congested traffic.
More and more, I’m using the XC90’S Pilot Assist semiautonomous driving capabilities, both on the highway where it operates up to 130 km/h, and in rush-hour traffic. Although very effective in the latter, it does tend to be a little jerky.