Andrew Frankel Senior contributing writer If you are someone who has always liked the idea of an Alfa saloon, the Giulia is worth a seriously hard look Understanding what makes Giulia As for the engine range there are two diesels and three petrols to choose from, with the diesel range consisting on one 2. As for petrol engines the Giulia can be had with a 2. The Alfa Romeo saloon is available in four trim levels — Giulia, Super, Speciale and Veloce, while those after the Cloverleaf get a few more worthwhile features.
The entry level Giulia trim equips the Alfa with 16in alloy wheels, cruise control, rear parking sensors, a chrome exhaust pipe, LED rear lights and a wealth of safety technology - including autonomous emergency braking, lane departure warning and forward collision warning - as standard.
Inside there is manually adjustable front seats, a leather clad steering wheel, dual-zone climate control, automatic wipers and lights, and Alfa's infotainment system complete with a 6. Upgrade to Super and 17in alloys, aluminium door sills and part leather seats are included alongside an uprated infotainment system with a larger 8.
These include 18in alloy wheels shod in run flat tyres, bi-xenon headlights, electrically adjustable and heated front sports seats, a heated steering wheel, electrically folding door mirrors and a sporty bodykit. The range-topping Veloce model gets an unique set of alloys, an upgraded braking system, front parking sensors and lovely crafted aluminium paddle shifters. Those after a more thrilling drive can opt for the lunacy of the Quadrifoglio, which not only gets you a 2.
These include 19in alloys, more powerful bi-xenon headlights, blind spot monitoring system, interior ambient lighting, a bespoke leather and Alcantara upholstery, a rear-view camera and a quad-exhaust, not to mention Alfa's clever active aerodynamics package, active torque vectoring system, chassis control and dedicated race mode. Discovering what makes Giulia passionate Initially the Giulia is quite annoying, progressing upon further acquaintance to really rather encouraging.
The irritation stems from a raft of superficially minor issues that still contrive to diminish your enjoyment of the car. Out there in the real world where cars are lived with as well as driven, this stuff matters. The detailing may need some work, but the fundamentals are mainly excellent. So you start with a flawless driving position at least for left-hand drive cars and, at least by compromised modern standards, excellent all round visibility.
The instruments in their classically hooded binnacles are clear, though not that attractive. It is eerily good for this kind of car and not just on smooth Italian roads. The springs feel soft, but superbly damped, the platform itself exceptionally stiff, which is exactly how it should be for this kind of car.
I hope these standards have been maintained for right-hand drive production cars. You might in theory lament the absence of a third pedal, but in reality, I doubt very much that one would materially improve the driving experience. The acid test for a new Alfa, however, comes in the hills.
The good news is that it passes, the bad is that it does so with a merit at best leaving a distinction a distant dream. On the positive side, the car maintains its ride height beautifully, making it feel poised and stable at all times. It makes it difficult to feel the front of the car and judge precisely the correct lock required to angle in to a quick curve. This is a shame because the car seems to have a nice balance, gentle understeer appearing to want to flow into equally benign oversteer before a barrage of needlessly early electronic interference unceremoniously shuts down that particular avenue of entertainment.
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