Alfa Romeo reached its centenary this Summer and marked the occasion here with the launch of the new Giulietta.
Reviving such a hertitage-laden name is quite something. A modern classic already the 1955-1964 car also led to estate, sports and coupe models.
A ‘nuova’ Giulietta was offered 1977-1985 as a (slightly) shorter version of the upper-mid range Alfetta – rear wheel drive with the gearbox in unit with the back axle.
But this was the last throw of a debt-laden state subsidised car company – it was sold off to FIAT in 1986. Brilliant design and stunning looks could not overcome a reputation, exaggerated or not, for woeful build-quality.
Reviving such a hertitage-laden name is quite something. A modern classic already the 1955-1964 car also led to estate, sports and coupe models.
A ‘nuova’ Giulietta was offered 1977-1985 as a (slightly) shorter version of the upper-mid range Alfetta – rear wheel drive with the gearbox in unit with the back axle.
But this was the last throw of a debt-laden state subsidised car company – it was sold off to FIAT in 1986. Brilliant design and stunning looks could not overcome a reputation, exaggerated or not, for woeful build-quality.
The new (new) front wheel drive, transverse engined Giulietta is a very different car. But, as a lower-medium five-door hatch the place it occupies in the market is not too dissimilar to the original saloon.
The competition today too is a world away from the 1950s. It’s up against swifter versions of VW’s Golf, GM’s Astra or A3 Audi and asking prices range from £16,995 to £24,995.
Alfa’s 2008 MiTo supermini has been a success despite sharing a (much worked-over) platform with FIAT’s Punto.
The Giulietta’s 147 predecessor also made do with a hand-me-down chassis. But this time it’s different, the centenary car sits on a brand new platform – yes, it will be used elsewhere but Alfa gets it first.
Fully independent suspension via multi-link axle at the rear is complemented by a dual-pinion design steering assembly which, between them, optimises road-holding and body control without trading off too much in ride quality.
Veloce and Quadrifoglio (Cloverleaf) variants, inherently more sporting, ride 10cm lower but all models include the company’s DNA switch which sharpens up the responses in ‘Dynamic’, relaxes for ‘Normal’ and smoothes out for ‘All-Weather’.
An all-turbo-charged engine line-up offers three petrol units and two Diesels: 1.4 TB 120; 1.4 TB MultiAir 170; and range-topping 1.75 TBi 235 Quadrifoglio Verde (Green Cloverleaf) with ‘MultiJet II’ Diesels in the form of a 1.6 JTD 105 or 2.0 litre JTD 170. Turismo, Lusso and Veloce are the three mainstream specs whereas petrol-only QV reaches a claimed 150mph and 0-62 in 6.8 seconds.
All this ‘added value’ certainly seems to deliver: electro-mechanical steering is accurate and responsive, cornering is predictable, ride composed over most surfaces and body-control impressive. But despite high levels of standard features and technical kit, pricing of the more expensive variants is ‘ambitious’.
The cheaper petrol models represent greater apparent value especially when coupled to the pioneering high-efficiency valve management of MultiAir coupled to a slick, well-matched six speed manual gearbox.
The new Giulietta has brought Alfa Romeo back into unqualified contention at the top of the FWD warm-hot hatch sector and, like any good Italian, it has style and it flaunts it.
FIAT ownership since 1986 was a less than happy time for the marque until recently but this is a car which might represent a revival with real investment behind it. It is probably do or die.
Two things will be crucial for the future – how the residual values hold up and, more strategically, will Alfa be able to crack the North American market. For the moment however, this is an Alfa Romeo which can trade on its ability instead of its name … the name is just a (big) bonus.
By Huw Thomas
The competition today too is a world away from the 1950s. It’s up against swifter versions of VW’s Golf, GM’s Astra or A3 Audi and asking prices range from £16,995 to £24,995.
Alfa’s 2008 MiTo supermini has been a success despite sharing a (much worked-over) platform with FIAT’s Punto.
The Giulietta’s 147 predecessor also made do with a hand-me-down chassis. But this time it’s different, the centenary car sits on a brand new platform – yes, it will be used elsewhere but Alfa gets it first.
Fully independent suspension via multi-link axle at the rear is complemented by a dual-pinion design steering assembly which, between them, optimises road-holding and body control without trading off too much in ride quality.
Veloce and Quadrifoglio (Cloverleaf) variants, inherently more sporting, ride 10cm lower but all models include the company’s DNA switch which sharpens up the responses in ‘Dynamic’, relaxes for ‘Normal’ and smoothes out for ‘All-Weather’.
An all-turbo-charged engine line-up offers three petrol units and two Diesels: 1.4 TB 120; 1.4 TB MultiAir 170; and range-topping 1.75 TBi 235 Quadrifoglio Verde (Green Cloverleaf) with ‘MultiJet II’ Diesels in the form of a 1.6 JTD 105 or 2.0 litre JTD 170. Turismo, Lusso and Veloce are the three mainstream specs whereas petrol-only QV reaches a claimed 150mph and 0-62 in 6.8 seconds.
All this ‘added value’ certainly seems to deliver: electro-mechanical steering is accurate and responsive, cornering is predictable, ride composed over most surfaces and body-control impressive. But despite high levels of standard features and technical kit, pricing of the more expensive variants is ‘ambitious’.
The cheaper petrol models represent greater apparent value especially when coupled to the pioneering high-efficiency valve management of MultiAir coupled to a slick, well-matched six speed manual gearbox.
The new Giulietta has brought Alfa Romeo back into unqualified contention at the top of the FWD warm-hot hatch sector and, like any good Italian, it has style and it flaunts it.
FIAT ownership since 1986 was a less than happy time for the marque until recently but this is a car which might represent a revival with real investment behind it. It is probably do or die.
Two things will be crucial for the future – how the residual values hold up and, more strategically, will Alfa be able to crack the North American market. For the moment however, this is an Alfa Romeo which can trade on its ability instead of its name … the name is just a (big) bonus.
By Huw Thomas
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