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Unread 2016-11-03, 06:24 PM   #101
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2017 Alfa Romeo Giulia Quadrifoglio first drive review






Cracking off shifts of the ZF 8-speed automatic with the column-mounted aluminum paddle shifters, the 505-horsepower turbocharged 2.9-liter V-6 snarling like a staked pitbull, and railing up the fast, heavy g-loading of Turn 1 at Sonoma, the 2017 Alfa Romeo Giulia Quadrifoglio tucks in and rotates with an alacrity that borders on alarming—especially if you've engaged the rather permissive slip angles of Race mode via the console-mounted DNA drive selector.
It's a revelation for a luxury sports sedan, and a welcome one.
The Giulia Quadrifoglio is a driver's car in a way that the BMW M3 and even the mighty Mercedes-AMG C63 S simply can't match—even though Alfa has made some decidedly odd choices along the way.
2017 Alfa Romeo Giulia Quadrifoglio
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2017 Alfa Romeo Giulia Quadrifoglio
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2017 Alfa Romeo Giulia Quadrifoglio
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First among the odd choices for the Giulia is the complete absence of a manual transmission from the American market. That's right—even though it's offered in Europe, the product planners for the U.S. just don't think it makes sense to offer the manual, even on the Quadrifoglio, because no one would buy it.
When asked, Alfa's reps claim a mere 1.0 percent of buyers would even be interested—never mind the fact that sales figures for many other enthusiast-targeted cars in America include plenty of manual gearboxes. But whatever the ultimate figure would be for Alfa's latest offering, an outright refusal to even offer the manual option is a bizarre choice for a car that's all about passion and ensuring the "driver drives the car," rather than the "car driving the driver," a criticism Alfa lobs at its competition often and pointedly.
The next odd choice for a car that's ostensibly all about the experience is the brake-by-wire system. Rather than the driver pressing a pedal that directly actuates the hydraulics that clamp brake pads to rotors, the Giulia (both standard variants and the hot Quadrifoglio) has a rubber block to simulate pedal feel and an electronic sensor that detects pedal movement, then translates this to a computer signal that activates the brakes for you, applying pressure to the carbon ceramic discs according to some algorithm. The Quadrifoglio does get a stiffer rubber "feel simulator" and shorter pedal travel than the standard Giulia, giving it somewhat more appropriate feel on track or in spirited driving, but there's still a notable disconnect between the car's braking behavior and any sort of feel through the pedal.


2017 Alfa Romeo Giulia Quadrifoglio first drive review Page 2






That lack of feel continues to the steering, which despite a brilliantly quick 11.8:1 ratio, is almost entirely devoid of anything resembling information about what the tire's contact patch is actually doing at the road surface. Because of the very quick steering ratio, and the car's staggered 245/35 19-inch front tires and 285/30 19-inch rears, it's easy for the driver to induce understeer with too-quick movement of the hands at turn in, with trailing brake at corner entry, or with too-early power at corner exit. Driven hard, with only the minimal driver aids of Race mode engaged, the Giulia Quadrifoglio is a willing companion that's held back only by its relative lack of front grip.
But will it oversteer? Oh my, yes. In fact, the Giulia Quadrifoglio is one of the most controllable, enjoyable new cars on the road when it comes to getting and staying sideways, whether on dry, sticky pavement or rain-slicked roads. The 505-horsepower and 443 pound-feet of torque are delivered in a decidedly non-linear way, ramping slowly to 4,000 rpm or so, then rapidly shooting for the stars and its 191 mph top speed. The close-spaced gears (through fifth gear, at any rate) enhance the tractability of the engine, seeking to keep you in the sweet spot for maximum thrust. The sudden surge of power gives the relatively small turbo V-6 a great deal of character, and also makes breaking the rear loose a trivial endeavor. But in Race mode, though the dash will warn you ESC is off, there's a sort of two-stage safety net. It will let you play, up to a point, before it halts the progress of your slide and does its best to keep you at that angle—without shutting you down and pulling you straight. No fun police here—just some welcome and capable escorts.
Back off the hoon's antics, and drive the Giulia Quadrifoglio properly, however, and everything comes together in concert. You don't notice the lack of steering feel, just the car's nearly instantaneous and telepathic turn-in; you don't notice the lack of brake feel, just the slight sense of urgency when the car's speed and weight overcome the grip available at the front tires; and you don't notice the lack of a manual transmission, or even a proper dual-clutch automatic as the paddles deliver precise, sub-100-millisecond shifts with no unasked-for upshifts or downshifts, ever. All you notice when piloting the Quadrifoglio toward the limits of adhesion is the remarkably neutral balance, the rapid surge of power, and the ache in your cheeks as you smile continuously from green flag to checker. If anything the claimed 3.8-second 0-60 mph time feels conservative.
2017 Alfa Romeo Giulia
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2017 Alfa Romeo Giulia
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2017 Alfa Romeo Giulia
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For those who might want something a bit different from the German, Japanese, and American offerings in the segment, but don't need or crave the 505-hp Quadrifoglio, the same core competence of the chassis can be found in the regular Giulia models, and in what will probably become the sweet-spot model of the line, the Giulia Ti with the Sport package. Nimble handling, quick steering, and a punchy 280-horsepower, 306-pound-foot turbocharged 2.0-liter four-cylinder make quick work of any back road, as well as the speed limit, hitting 60 mph in just 5.1 seconds and a top speed of 149 mph.
After just a few short hours of road time and a baker's dozen of laps around the track, it's hard to say how the Giulia will hold up in the daily grind (both the Quadrifoglio and the four-cylinder models are perhaps too stiff for some in daily use)—but when it comes to outright fun, driver engagement, and the sheer joy of driving, the Giulia Quadrifoglio stands at the very top of the segment—right alongside its record-setting 7:32 Nürburgring-Nordschleife lap time. Maybe those odd choices weren't so odd after all.
The 2017 Alfa Romeo Giulia range is due in showrooms by the end of 2016. Pricing is yet to be confirmed but Alfa Romeo has stated that the Quadrifoglio will start around $70,000.
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Unread 2016-11-03, 06:50 PM   #102
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OMG 140HP/LITRE????
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Unread 2016-11-04, 07:51 AM   #103
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I can't wait to see this car in person
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Unread 2016-11-04, 09:03 AM   #104
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Love the interior and the wheels are unique. I wish they would keep the side vents on the front fender, assuming they aren't just some fake deal.
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Unread 2016-11-04, 10:02 AM   #105
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Love the interior and the wheels are unique. I wish they would keep the side vents on the front fender, assuming they aren't just some fake deal.
on the Quadrifoglio they should be real since the "base" car doesn't have them and most of the Quadrifoglio models carry this trait
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Unread 2016-12-08, 03:44 PM   #106
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Alfa Romeo Giulia to start at $38,990





Fiat Chrysler Automobiles has announced US pricing for the Alfa Romeo Giulia lineup.


The Italian sedan will start at $38,990 (including $995 freight) for the base model, powered by a 2.0-liter turbocharged four-cylinder engine with 280 horsepower and 306 lb-ft of torque. It is claimed to reach 60 mph in 5.1 seconds, eventually reaching 149 mph. Leather seating with 10-way adjustable front seats is standard, along with bi-xenon headlamps and LED daytime running lights.

Stepping up to the Ti edition raises the entry price to $40,990. The extra cash pays for 18-inch wheels, wood interior accents, an 8.8-inch infotainment display and a heated steering wheel, among other upgrades.

Alfa's optional Q4 all-wheel-drive system can be added to the base model or the Ti package for an extra $2,000.

For the ultimate in performance capabilities, buyers can opt for the flagship Quadrifoglio edition for $73,595. Powered by a 2.9-liter bi-turbo V6 with 505 horsepower, the sedan is said to launch to 60 mph in just 3.8 seconds. The package also boasts plenty of carbon fiber, adjustable suspension, Brembo brakes and 19-inch aluminum wheels.

The basic Giulia and Ti will arrive in showrooms by January, after the Quadrifoglio lands this month.





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Unread 2016-12-08, 10:49 PM   #107
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2017 Alfa Romeo Giulia Starts under $40,000, Quadrifoglio Model Pricier Than an M3






Fiat Chrysler has no compact or mid-size sedan to offer for the 2017 model year. Affordable, high-volume four-doors from established American brands weren’t working, and so the Dodge Dart and Chrysler 200 were jettisoned. In the vast space below the full-size Chrysler 300 and Dodge Charger, then, expectations fall solely on the shoulders of a luxury sports sedan from a relaunched Italian brand that last sold a four-door here in 1995. Oh, and the most expensive version of that new car is going to start at $73,595.
That’s for the 505-hp 2017 Alfa Romeo Giulia Quadrifoglio, on sale this month at 156 dealerships (basically, wherever you might find an existing Maserati or Fiat franchise). For its princely sum, the four-leaf-clovered Quadrifoglio offers owners a Ferrari-derived twin-turbocharged V-6, all-wheel drive, torque vectoring, various carbon-fiber body parts, and admittedly delectable performance and style—read our First Drive review here. Initially, the Quadrifoglio will offer a choice of seven exterior colors, four wheel styles, and three paint finishes for the brake calipers. Navigation, blind-spot monitoring, an adaptive suspension, an electrically powered active front splitter, and a red start button mounted on the steering wheel (just like in a Ferrari 488GTB!) all are included.



Even better, the Quadrifoglio’s 191-mph top speed doesn’t need to be unlocked via an option, as is standard practice at Mercedes-AMG and BMW M. But even though a few early promotional cars have shown up at dealerships with six-speed manual gearboxes, Alfa Romeo will not sell it here with a stick, only the eight-speed automatic.
The base Giulia is far more affordable, coming in at $38,990. This version comes with a turbocharged 2.0-liter four-cylinder with 280 horsepower and 306 lb-ft of torque, with rear-wheel drive as standard and Q4 all-wheel drive available for $2000 extra. Standard equipment includes leather, 10-way power front seats with lumbar adjustment, proximity ignition with remote start, a backup camera with rear parking sensors, LED taillights, xenon headlights, 17-inch wheels, and a 6.5-inch infotainment display. A Sport Exterior package ($1250) adds 18-inch wheels, adds color to the brake calipers, blackens the chrome trim, and adds sportier front and rear fascias. A flat-bottom steering wheel and a carbon-fiber driveshaft, should any Mercedes E-class driver ask, also are standard.
The Giulia Ti, at $40,990, adds 18-inch wheels, wood trim, heated seats and steering wheel, an 8.8-inch infotainment screen, satellite radio, and a few other luxuries Alfa Romeo isn’t yet divulging. A Sport package upgrades the Ti with the same stuff as the base car plus dark-finish 19-inch phone-dial wheels, 14-way power front seats with manual thigh extensions and power side bolsters, a different steering wheel, and aluminum shift paddles mounted on the steering column.



A Lusso package flips the Ti in the other direction, with leather-wrapped dash and door toppers, extra-soft Italian leather upholstery, gray-stained oak or light walnut trim, and a “luxury” steering wheel. These packages cost $2250 each. For an unspecified cost, a separate Performance package brings column paddle shifters, adaptive suspension, and limited-slip differential. As life would have it, carbon-ceramic brakes and carbon-backed Sparco seats are only options on the Quadrifoglio. The four-cylinder Giulia models go on sale in January. The Giulia also will donate most of its running gear to what eventually may be Alfa’s highest-volume product, the Stelvio crossover.


The pragmatists among us fear for the future of Alfa in the United States, even as we cheer its return with a truly fun-to-drive sports sedan (which follows the low-volume 4C into the U.S. market). Alfa’s U.S. dealer network doesn’t even total half of BMW’s, and depending on the dysfunctional Fiat dealership network adds to the difficulties. But que sera, sera. We’ll enjoy Alfa’s American revival however long it lasts.
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Unread 2016-12-19, 01:37 PM   #108
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Alfa Romeo may offer a 350-hp Giulia



2017 Alfa Romeo Giulia Quadrifoglio
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The Alfa Romeo Giulia lineup isn't even on sale yet in the United States, yet there's a new rumor out suggesting that the Italian brand will fill what looks to be a glaring gap in the model's lineup.
That plug comes in the form of a 350-horsepower version of the Giulia compact sedan, which should slot in nicely between the 280-hp base/Ti variants and the bonkers 510-hp Giulia Quadrifoglio.
The leak was first discovered by Squadra Tuning in the Netherlands, but Auto Evolution was sent a separate document indicating that a 350-horsepower, 2.0-liter 4-cylinder Giulia will be headed to the United States. The information suggests that the mid-level Giulia will be only offered with an automatic gearbox and will send power to all four wheels. By contrast, the 280-hp Giulia is set to be offered with rear- or all-wheel drive and an automatic, while the range-topping Quadrifoglio is available with an automatic and rear drive.
Interestingly, the screen shot supposedly from the U.S. market also indicates that a Quadrifoglio manual transmission variant has been earmarked for our shores. While this model does exist overseas, Alfa has so far said that only the automatic Quadrifoglio will be sold here. So, that's something else to speculate about...although its presence is not nearly as newsworthy as confirmation of a mid-level Giulia powertrain.
Squadra Tuning found its information on an internal parts website. It's not clear where Auto Evolultion's leak came from, but it is said to be specific to the American market.
Such a model will allow the Giulia lineup to compete better with rivals from BMW, Mercedes-Benz, and Cadillac. Here's a look at how the models stack up, based solely on horsepower since that's all we know right now for this new "mystery model" Giulia:
Base configurations
  • Alfa Romeo Giulia/Giulia Ti—280 hp
  • BMW 330i—248 hp (BMW does offer a 320i with 180 hp)
  • Cadillac ATS—272 hp
  • Mercedes-Benz C300—241 hp
Mid-level configurations
  • Alfa Romeo Giulia mystery model—350 hp
  • BMW 340i—320 hp
  • Cadillac ATS—335 hp
  • Mercedes-AMG C43—362 hp
High-performance configurations
  • Alfa Romeo Giulia Quadrifoglio—510 hp
  • BMW M3—425-444 hp
  • Cadillac ATS-V—464 hp
  • Mercedes-AMG C63—469-503 hp
Needless to say, a 350-hp Giulia would make a lot of sense for Alfa Romeo. We look forward to getting behind the wheel of each version.
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Unread 2016-12-19, 07:55 PM   #109
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Well that's good. I was wondering why they had such a gap between the base and the Quad.
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Unread 2016-12-19, 08:29 PM   #110
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I saw one of these on the road in LA...gorgeous
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Unread 2016-12-20, 11:26 AM   #111
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I saw one of these on the road in LA...gorgeous
yeah, this is a car that I can see myself upgrading to even if it doesn't make a ton of financial sense.

as long as its reasonably reliable, I can see this replacing my current car in the next year or two.
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Unread 2016-12-22, 03:57 PM   #112
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Base Alfa Romeo Giulia Diesel Is Overpowered



The all-new Alfa Romeo Giulia is offered in a number of trims and among them are those that operate on a diesel powertrain. The purpose of diesel is obviously to offer greater fuel mileage but in the Giulia’s case, it is much more than that.
The base Giulia that runs on a 2.2L turbocharged diesel mill is apparently more powerful than how we imagined it to be. Normally, a small capacity diesel engine will have slower accelerations due to slower combustion but this is not applied on the Giulia at all.
A road test on the Giulia Diesel to find out its potential proved that the 178hp turbo-mill is as fast as gasoline cars that bear a near similar power level.
The Giulia in the video above managed to sprint from 0-62mph in an amazing time of 7.2 seconds. This is just too overpowered for a base model Giulia.




Something went wrong. Please make sure you added the video correctly.

Video URL: http://www.youtube.com/watch?v=iFr6wTvClAs
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Unread 2016-12-30, 01:07 PM   #113
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Instrumented Test
2017 Alfa Romeo Giulia Quadrifoglio

An incredibly hot tryst.



Like a new fling, we don’t know where this is going or whether it’ll all blow up when we start meeting the rest of Alfa Romeo’s U.S.-bound family next year, but damn, things between us and the 2017 Giulia Quadrifoglio are hot right now. As in, cuffed-to-the-bedposts hot.

The sex appeal expected of an expensive, high-performance Italian car drips from the Giulia’s every curve. The Quadrifoglio upgrade piles on the pheromones with a snarling front bumper, a massive diffuser straddled by Ferrari-like exhaust tips, and a (painted) carbon-fiber hood and roof. The hardware also arouses. There is a torque-vectoring differential, the twin-turbocharged 2.9-liter V-6 has Ferrari lineage, and the available Pirelli P Zero Corsa Asimmetrico 2 tires and their ridiculously low 60 treadwear rating promise gut-shifting grip (and also incredibly brief intervals between replacements).
VIEW PHOTOS



All of this adds up to a sports sedan that can really romp. With 505 cavalli at the ready, the Giulia’s horsepower advantage over the BMW M3, the Cadillac ATS-V, and the Mercedes-AMG C63 doesn’t go to waste, with 60 mph coming up in just 3.6 seconds. The quarter-mile flashes by in a blistering 11.9 seconds—both figures are class-leading—and although we didn’t have the space to verify it, Alfa claims the Giulia Quadrifoglio can achieve 191 mph. Those sticky Pirelli tires, in combination with the standard iron brake rotors (carbon-ceramic pieces are available for $5500), help the Alfa stop from 70 mph in a rib-bruising 143 feet. And we recorded 1.00 g of grip around our skidpad, a limit that’s gently approachable although so high that few will ever experience it on public roads.

Surely There’s a “But” Coming, Right?

You might think we’ve gone off the deep end, that the Alfa has tied one thigh-high around our eyes. You’re expecting us to come to our senses and realize that the Alfa’s wiles are only a distraction from the sort of flaws common to semi-exotic Italian cars. We must be excusing curiosities such as an odd or nonfunctional infotainment system, questionable build quality, or worse because we’re blinded by the sedan’s sparkling performance and looks. We couldn’t be more surprised to declare (for the most part) a great big “nope” to all that.
Truly, the strangest aspect of the Giulia is its lack of a folding rear seat or a trunk pass-through. The rest of the car’s execution is spot-on. The well-assembled interior resembles a Mazda 6’s businesslike environment, and the front seats are well bolstered and graciously accept the human form. Headroom in front and back is generous thanks to the attractively domed roof, although rear legroom is tight.
VIEW PHOTOS



A trio of knobs on the center console are within easy reach of both front-seat occupants for command of the stereo volume, the DNA drive-mode selector (with Dynamic, Natural, Advanced Efficiency, and Race settings), and the dashboard display. The infotainment menu structure is commendably straightforward. Scroll to an on-screen selection and either press the knob or rock it to the right like a joystick to access submenus; tilt the knob to the left to intuitively back out of a menu. Simple. We only wish the plastic knobs felt more expensive and that either the screen was larger or that some of the generous unused display space were filled with larger text.
The controls that really matter are perfect. Facing the driver is a wonderfully thin-rimmed—yes, we said thin—steering wheel flanked by two column-mounted metal shift paddles so large that they resemble an old-fashioned horn ring accidentally installed backward. The paddles are always right where you expect them to be, and their size makes them easy to slap.
That delicate steering-wheel rim feels so right in the driver’s hands, particularly combined with the light effort that the helm requires and the lightning-quick turn-in reaction of the chassis. There is maturity to the steering as well. With an ultraquick 11.8:1 ratio, the steering rack easily could have made the Giulia twitchy and nervous in highway travel. Instead, the rack features a distinct on-center valley that allows for hands-off-the-wheel stability at speeds over 100 mph and rapid response to steering inputs beyond the valley without ever feeling abrupt. Restraint? In an Italian performance car?
VIEW PHOTOS



The cohesive steering interface isn’t an isolated joy. There is a remarkable consistency of tuning among the suspension, throttle, and transmission. No one aspect overwhelms another—not a small feat considering the firepower under the hood—and this balance doesn’t change when switching among the four driving modes. Drive a BMW M3 with the throttle set to its lazy Efficiency setting back to back with it set to the jerky, meth-addled Sport+ mode, and it feels as if you’ve driven two different cars. In the Giulia, the throttle response is as immediate as your right foot can move even in the calmer settings, and the suspension never goes harsh, even with the drive-mode dial set to Race. In fact, regardless of the driving mode, the Quadrifoglio rides uncommonly well, and the aggressive tires never sing an intrusive thrum.
Full of character yet refined, the V-6 is a sweetheart. Despite its unbalanced crankshaft and 90-degree angle between cylinder banks, the V-6’s tingle at idle is no worse than the V-8 of a Chevrolet Camaro SS. A dual-mode exhaust is standard and fully opens during deep probes of the throttle; Race mode advances it to a wider opening even at idle. Those pipes emit borderline exotic noises when the tachometer needle swings toward the indicated 7000-rpm redline (fuel cutoff is at a high 7250 rpm), but they go comfortably serene on freeway cruises.
Although incredibly strong, the Alfa’s iron brakes avoid grabbiness, and, as befitting a proper sports machine, the brake pedal responds to increased pressure, not a longer stroke. Besides oddly requiring a little extra pressure to maintain consistent deceleration just before coming to a stop in normal driving conditions, the brake pedal reassures with abundant stopping power and smoothness.
VIEW PHOTOS



We are declaring the Giulia Quadrifoglio the new benchmark among sports sedans. Yes, you read that correctly. It drives outstandingly well, and at $73,595 to start, it is priced in the thick of the segment. Our nearly loaded test car’s $79,195 as-tested price even counts as tame compared with the prices one can pay for an M3 or a C63.
Through Reality-Colored Glasses

If you were waiting for an asterisk, well, here it is: The 505-hp four-door, which is being joined by its less potent, 280-hp Giulia sibling in showrooms as you read this, is part of Alfa’s first crack at the mainstream U.S. car market since it fled from these shores 21 years ago. That breakup was definitely an “it’s you, not me” episode, given Alfa’s yellow-snow reputation for reliability woes, and there is no getting around the fits and starts that have plagued Alfa’s return to selling mainstream cars in the States.
We encountered a single snafu with our early-production Quadrifoglio: After remote-starting the engine one cold morning, the check-engine light flickered on and the driver information screen displayed a warning that the engine and the throttle-control unit needed service. The car was completely drivable and exhibited no strange behavior other than restricting us to what felt like the Advanced Efficiency driving mode. We cleared the ECU codes, and the problem disappeared. Such hiccups are, unfortunately, not at all rare industry-wide in this electronic age. Our long-term test of the current BMW M3 revealed numerous issues during its 40,000-mile stay, but we’ll need longer exposure to the Alfa to determine whether its systems are any more or less robust than the competition’s. Compared against the Alfa’s considerable excellence, the issue failed to cool our feelings.
But oh, boy, do we hope that this tryst lasts, because this thing is hot.
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Unread 2017-01-19, 10:49 AM   #114
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Automotive

2017 Alfa Romeo Giulia QV vs Mercedes-AMG C63 vs BMW M3: Choose Italian Or Lose!


The Alfa Romeo Giulia has often been synonymous to frustration as this model has been going through numerous production delays. This has resulted in buyers picking other high performance sedan over the Giulia.

A Quick Drive review by Motor Trend recently starred the Giulia alongside the host Carlos Lago and Johnny Lieberman. These hosts carried out a review on the Giulia Quadrifoglio after driving a Mercedes-AMG C63, BMW M3 and Cadillac ATS-V.
Well, how did the Giulia compare to these rivals?
Based on the duo, it seems that the vehicle’s steering is very close to a regular Ferrari as it is very light yet still responsive. The hosts stated that this model is by far the easiest car to drive at speed over a long period of time.
This is mainly due to its lighweight steering as the heavy steering in the rival models would be too draining for the driver. According to Lieberman, the Giulia QV is the beautiful blend of the C63’s power, ATS-V’s chassis management and the M3’s stunning interior.
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Unread 2017-02-02, 11:12 AM   #115
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Can a two-door version of the Alfa Romeo Giulia turn BMW drivers into Alfisti?












Why it matters to you
Alfa was building nimble sport coupes when BMW was still peddling bubble cars, and its latest model will put the two carmakers head to head.

The next step in Alfa Romeo’s most ambitious model offensive to date is right around the corner. The Fiat-owned company will travel to the Geneva Auto Show to introduce a two-door version of the Giulia, according to a new report.
The coupe will revive the historic Sprint nameplate used on a series of Alfa coupes built from the middle of the 1950s to the late 1980s, according to Australian website Motoring. The connection with its predecessors will stop at the name, and the new Sprint will receive a modern look inspired by the aforementioned Giulia sedan (pictured) and the Stelvio crossover. Alfa is synonymous with breathtaking designs, so the brand’s first four-seater coupe since the Brera and the GT both flat-lined in 2010 can’t afford to disappoint in the styling department.
More: How nine new models will help Alfa Romeo become Italy’s answer to BMW
The Giulia Sprint will ride on the same rear-wheel drive platform as the Giulia, and the two models will share most major mechanical components. At launch, the entry-level engine will be a 2.0-liter four-cylinder that’s both turbocharged and direct-injected. It will deliver 276 horsepower and 295 pound-feet of torque, and it will shift through an eight-speed automatic transmission.
Moving up, the Sprint Quadrifoglio will receive a 505-horsepower, 2.9-liter V6 fitted with a pair of large turbochargers. It will perform the benchmark 0-to-60-mph sprint in under four seconds, and it will offer Alfisti a near-50/50 weight distribution.
The Giulia Sprint will compete in the same segment as the BMW 4 Series and the Mercedes-Benz C-Class Coupe, while the Quadrifoglio model will be aimed directly at the M4 and the C63. It will later spawn a convertible named Giulia Spider that will go head-to-head against the topless variants of the Teutonic duo.
Alfa Romeo isn’t known for divulging precise future product information ahead of time, so official information about what we’ll see in Switzerland in about a month is scant at best. If the rumors are accurate, the Giulia Sprint will join the Giulia and the Stelvio in U.S. showrooms early next year.



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Unread 2017-02-02, 12:03 PM   #116
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Man, I sort of want to order one of these but with all the pre-production problems it scares me a little bit...
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Unread 2017-02-02, 12:06 PM   #117
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think that is why they delayed them to work those out (from the articles) 8/9 months ago...one would hope it is fixed
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Unread 2017-02-05, 09:04 PM   #118
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lease info

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Unread 2017-02-06, 03:26 AM   #119
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Unread 2017-02-06, 09:59 AM   #120
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Does anyone know if these can be ordered in custom colors like Audi's, Benz's, etc.?

I'm going to stop in and look at one today while in Denver but doubt I take the time to test drive or anything since it's 3 months until it could be driven here anyway.
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Unread 2017-02-06, 10:27 AM   #121
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at this time they have not announced a custom program (ie: BMW individual)

edit: it appears that AR is pretty grounded in their roots (hence the colors they do have) it's a pattern
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Unread 2017-02-06, 10:37 AM   #122
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If you have Motor Trend on Demand there is a Head 2 Head episode with the Alfa, M3 Compeition Pakcage, ATS-V, and AMC C63 S. If you don't, it will be on motor trends youtube page soon.
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Unread 2017-02-08, 09:42 AM   #123
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Unread 2017-02-10, 11:03 AM   #124
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Well I am impressed !!!!!
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Unread 2017-02-13, 04:11 PM   #125
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already know of 1 in the KC area from pics from a cruise over the weekend



A little AU coverage

2017 Alfa Romeo Giulia QV Track Preview | Italian Flair To Tackle Germany’s Best Performance Sedans







































































2 Comments






Previous article: More Power And Fresh Styling For 2017 Audi RS 3 Sportback
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TMR Team | Feb 13, 2017 | 2 Comments

Germany has had a small section of the performance sedan market to itself for quite some time, but the Alfa Romeo Giulia QV is set to inject some red-blooded Italian flair into the executive muscle car class.
The Giulia range is designed to go toe-to-toe with vehicles like the BMW 3-Series and Mercedes-Benz C-Class, and to top the range the Giulia QV puts the pressure on vehicles like the BMW M3 and Mercedes-AMG C 63 S.
Vehicle Style: High-performance prestige medium sedan
Price: $143,900 (plus on-roads)
Engine/trans: 375kW/600Nm 2.9-litre 6cyl turbo petrol | 8sp automatic
Fuel Economy Claimed: 8.2 l/100km

OVERVIEW

A revitalised Alfa Romeo brand starts here with the Alfa Romeo Giulia QV priced at $143,900 before on-road costs in Australia with performance stats that promise to cause an upset amongst better known German rivals.
The Italian sports sedan has rear-wheel drive, 375kW of power and 600Nm of torque from its twin-turbocharged 2.9-litre V6, claimed acceleration of zero to 100km/h in 3.9 seconds and, (mostly academic in Australia) a 307km/h top speed.


None of that information is new. Alfa Romeo has been touting it since the Giulia QV first appeared overseas, but now the time has come to turn a wheel in anger during a handful of laps around Sydney Motorsport Park, prior to the first batch of 100 cars being delivered to owners.
Though not quite a comprehensive deep dive into the flagship Giulia and its abilities, this first taste serves to whet the appetites of enthusiasts in preparation to build waiting lists for the new Italian sprts sedan.

THE INTERIOR

The interior is attractive as well as functional from the deeply sculpted instrument panel hiding TFT-display projected instruments to the comfortable driving position behind the three-spoke, flat-bottomed steering wheel.


Standard equipment levels are high, with everything from an 8.8-inch infotainment display, a powerful Harman-Kardon 14-speaker stereo, auto stop-start, active cruise control and blind-spot monitoring included.

ON THE ROAD

There's plenty of oomph with instant acceleration from standstill, backed by a deep, guttural soundtrack that may be different to the V8 of the C 63 or BMW's inline six, but is no less appealing.
Any doubts the QV might have difficulties channelling its power to just two driven wheels are quickly dispelled - there's traction control of course, but the combination of an electronic limited slip differential, chunky 285/30R19 rear tyres and torque that's limited at lower revs all help to negate wheelspin.


It's a similar story when it comes to cornering because the QV has the handling precision of a scalpel, rather than the expected broad sword.
The steering is quick and precise with just two turns lock-to-lock, its active suspension virtually eliminates body movement and the amount of traction available means it powers out of corners after hitting an apex at speed you wouldn't dream about on the road.
Of course, having the luxury of some racetrack time means all sensibility can go out the window and with the driving mode selector set to Race (that is, with stability control turned off among other parameters) and a goodly amount of throttle in play in lower gears, the QV will power slide on opposite lock all too easily.


The gearbox is a conventional eight-speed automatic with torque converter and most of the time it's able to keep up with the action via its paddle-shift manual changes. Occasionally it will baulk at manually selecting another gear, but it's unlikely to be an issue on normal roads.
It stops well too, especially when fitted with the optional carbon-ceramic Brembo brakes. One other performance-oriented option is lightweight Sparco racing seats that offer a welcome amount of extra side-support to the standard eight-way power operated items.

TMR VERDICT

To find out what the what the Giulia QV is like to drive over speed bumps, pock-marked surfaces, and the realities of road use including passengers, luggage and all the other accoutrements of more normal low-speed driving, that'll have to wait a few weeks until we sample it in everyday conditions.


But the QV seems to have the goods as a highly entertaining performance sedan, and that's a pretty good start.
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