Alfa Romeo – Pulpaddict

Alfa Romeo Junior Veloce review: Behold, a proper EV hot hatch

We test the performance version of the Alfa Romeo Junior Elettrica – on track and UK roads for the first time…

At the end of last year, I spent an entertaining week with the entry-level Alfa Romeo Junior – the first electric car from the iconic Italian brand.

I concluded: “If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.”

Recently, I was invited to get behind the wheel of the range-topping Junior Veloce for the first time in the UK.

Just to recap, the Alfa Romeo Junior line-up is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce. If you prefer petrol, there’s also a mild hybrid (Ibrida).

All three EV models are front-wheel drive and use a 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the Veloce is uprated to 278bhp.

Significantly, the Veloce also has a lower ride height, wider track, stiffer anti-roll bars, bigger brakes, a quicker steering rack, uprated tyres and a mechanical Torsen D limited-slip differential.

The location for my introduction to the Veloce was Bedford Autodrome – owned by former Formula One driver Jonathan Palmer’s MotorSport Vision organisation.

There I got to drive the Veloce on the North Circuit’s long straight and challenging corners, plus a small handling course featuring two identical mirror-image layouts with straights, hairpins and doughnut circles, followed by a road route.

First impressions are great. Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is elegant and compact, managing to look both delicate and aggressive.

The Veloce enhances the sportiness of the standard Junior Elettrica with 20-inch diamond cut alloy wheels, contrasting black roof, tinted rear windows, red brake calipers and a sports styling kit.

Inside, there’s a leather steering wheel, sports pedals and kick plates, plus a supportive, six-way electrically operated driver’s seat with massage function.

There’s also a diamond black Scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo.

And just like the regular Junior, the cabin is very driver-centric, with a large central 10.25-inch infotainment screen angled towards you.

Crucially, and unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

And this pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

I selected Dynamic for the track sessions, then experienced all three on the road route.

The Veloce’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – totally controlled, with just a touch of torque steer.

For the record, it has a swift 0-62mph time of 5.9 seconds, a top speed of 124mph and 254 lb-ft (345 Nm) of torque.

The other important statistic is the Veloce’s kerb weight of 1,560 kg, which is light for an EV, and helps with the handling, which is nimble, yet planted.

I’m no track pro, but thanks to some excellent coaching, my lap times improved considerably as I worked on braking points and racing lines, pushing the Veloce to its limit.

The grippy Michelin Pilot Sport EV tyres deliver ample grip and the Veloce holds the road well. I could feel the differential working as I accelerated out of corners, with controlled body lean, yet without a hint of understeer.

I haven’t driven a go-kart like electric MINI Cooper on track, but I suspect the Alfa is smoother and more fun because of the well-judged chassis compliance.

Overall, the car itself feels remarkably assured – even on the edge – and the steering is quick and direct.

Ultimately, driving a good electric car on track is relatively straightforward because there’s instant torque and no gear changes, but when an EV is set up as well as the Junior Veloce, it’s even more fun and, frankly, flattering.

No car is perfect, and the Alfa is no exception. Though the brakes are effective, there’s a fair amount of pedal travel before they kick in big time. So, while the braking system is a step up from most other EVs, it could be better, and this is turn would inspire more confidence.

My only other quibble is the simulated sound, which helps create a sense of speed and power, but is no substitute for a combustion engine – or the audio delights of the clever Hyundai Ioniq 5 N.

The Alfa Romeo Junior Veloce is also entertaining on the road, whether you’re cruising along in Normal drive mode (for the best blend of performance and efficiency) or pushing on in Dynamic (fine for fun, shorter bursts with maximum power on tap). Advanced Efficiency mode dulls the engagement factor and is best left for motorway runs.

The other thing to say about the DNA drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Elsewhere, the Veloce is much the same as the basic Junior Elettrica and Junior Elettrica Speciale.

Visibility is decent at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

The biggest compromise with the Veloce is when it comes to price and range. Capable though it is, £42,295 is on the steep side. I suspect the sweet spot is just below £40k.

Also, Alfa Romeo claims the Junior Elettrica and Junior Elettrica Speciale can manage up to 255 miles on a full charge, but this drops to 207 miles for the Veloce.

In other words, in real-world driving, the entry-level Junior should have a range north of 200 miles, and the Veloce closer to 170 miles.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency. And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 20-80% charge time of less than 30 minutes at speeds up to 100kW DC.

Verdict: The Alfa Romeo Junior Veloce is a revelation. Stylish, sporty looks combined with superb handling and a great driving position have produced an engaging EV that feels much like an old-school hot hatch.

Alfa Romeo UK

Alfa Romeo Junior review

We get behind the wheel of the first electric car from iconic Italian brand, Alfa Romeo…

If all had gone to plan, Alfa Romeo’s debut EV would have been called the Milano. However, after a political row, the company had to dip into its heritage to resurrect the Junior moniker.

You see, Alfa Romeo isn’t the thoroughbred Italian than it once was because it’s now part of the giant Stellantis group, which also includes Citroen, Peugeot, Fiat, DS, Jeep and Abarth.

So, the Junior is built some distance from Milan at the Tychy plant in Poland, and it shares its platform with the Jeep Avenger and Fiat 600, which are also manufactured there.

The good news is that the Alfa Romeo Junior (also available as a mild hybrid) is one of the best compact SUVs on the market.

The EV version, marketed as the Junior Elettrica is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce.

All three use the familiar Stellantis 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the range-topping Veloce is uprated to 278bhp. Drive on all three is via the front wheels.

In acceleration terms, that’s 9 seconds compared to 5.9 seconds for the Veloce to reach 62mph from standstill. The downside is that the official range for the latter drops from 250 to 215 miles.

The Elettrica is well equipped and comes standard with 18-inch alloys, rear parking sensors, LED lights, auto wipers, a 10.25-inch infotainment with Apple CarPlay and Android Auto, 10.25-inch driver’s display and safety kit including AEB, Adaptive Cruise Control and Active Lane Assist.

The Speciale adds privacy glass, an electric driver’s seat, a180-degree camera, a hands-free tailgate, sports styling tweaks and keyless entry with proximity access technology.

The top-rung Veloce gets 25mm lower suspension, red brake callipers, 20-inch alloys, leather steering wheel, and sports pedals.

I tested a mid-range Elettrica Speciale in stunning Brera Red, with a contrasting black roof.

Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is an attractive car, managing to look both delicate and aggressive.

There’s even a new take on the scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo. Personally, I think it looks like a 3D printing exercise and some of the Alfa Romeo identity has been lost in the process, but judge for yourself.

Inside, it’s very driver-centric, with the large infotainment screen angled towards you.

The seats are comfortable and supportive, while visibility is good at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

The infotainment is a mixed bag. It’s by no means best in class in terms of graphics, layout and response times, but it does the job and you can always connect your phone via Android Auto or Apple CarPlay.

The system’s saving grace is the row of real buttons below the touchscreen with key features including temperature, fan speed and volume. If only the likes of Tesla and Volvo would do the same, because physical controls for essentials are easier and safer than prodding and swiping a screen on the move.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

So far so good, but it’s when you get behind the wheel of the Alfa Romeo Junior that it starts to become, er, speciale.

Unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

This pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

With a decent turn of speed, plus light, yet sharp and accurate steering, it’s nippy and easy to drive in town.

Overall ride quality is on the firm side, but not uncomfortably so, chiming with the Junior’s sporty driving characteristics.

Push it on more challenging roads and it handles well. Body lean is well controlled and there’s decent traction. If the brakes were more progressive, it would be even better.

Weighing in at 1,545kg, it’s relatively light for an EV, so it does feel agile, but if you want more of a hot hatch experience you’ll have to pay £42,295 for the Veloce which has more power, a lower ride height, beefed-up suspension, stiffer anti-roll bars, bigger brakes and uprated tyres.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

As ever, Dynamic is fine for fun, short bursts with maximum power on tap and Advanced Efficiency dulls the engagement factor, so best to stay in Natural for the best blend of performance and efficiency.

The other thing to say about the drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency, but my experience after a week of mixed driving is that the real-world range from the 154bhp Elettrica Speciale is closer to 200 miles, which is a bit disappointing.

And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 10-80% charge time of 30 minutes at speeds up to 100kW DC.

Ultimately, the Alfa Romeo Junior Speciale isn’t perfect, but it’s brimming with character, and it does deliver an engaging drive, unlike most of its rivals.

Verdict: If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.

Alfa Romeo UK

Alfa Romeo Giulia Quadrifoglio review

We take the latest version of Alfa Romeo’s hot saloon for a spin – on track, and on the road…

How time flies. I first got behind the wheel of the Alfa Romeo Giulia way back in 2017.

It was clear then that it was a serious rival to those all-conquering executive expresses from the likes of BMW, Audi and Mercedes-Benz.

Perfectly proportioned, sleek and lightweight, it was the first rear-wheel drive sports saloon in the Alfa Romeo range since 1992, when the Alfa 75 took a bow.

Aggressive head on, more athletic and feline from the side, and blessed with a pert rear, it boasted impressive driving dynamics.

Originally offered with a selection of diesel and petrol engines, there’s now just a 2.0-litre petrol turbo on offer, along with a potent 2.9-litre twin-turbo V6 in the range-topping Quadrifoglio.

Things have moved on in other ways. The range was priced from £29,550 at launch. Now it starts at £40,000.

The big news for 2024 is that Alfa Romeo has updated the flagship Quadrifoglio, addressing some of the car’s few issues.

For instance, there’s now a mechanical limited-slip differential, while the suspension at both ends has been tweaked.

There’s also active aerodynamics with a carbon fibre front splitter. When activated, it controls the quality of air flow under the vehicle, to increase stability and performance.

An awesome Akrapovič exhaust system is also available as an optional extra, if the basic system isn’t quite loud enough for you.

Styling tweaks include new adaptive triple-element LED matrix headlamps that adjust the light beam to suit different driving conditions and avoid dazzling oncoming drivers, while dark five-hole 19-inch alloy wheels are standard.

Inside, the car’s previous analogue dials have been replaced by a slick new 12.3-inch digital instrument cluster. There’s also more carbon fibre and Alcantara.

At the heart of Quadrifoglio (Italian for four-leaf clover) is the same V6 with power upped to 512bhp at 6500rpm. Enough to fire it to 62mph in just 3.9 seconds (stunning for a rear-wheel drive saloon) and on to a top speed of 191mph.

As before, it’s paired with a punchy eight-speed automatic transmission, while torque is the same (600Nm or 443lb ft). However, the price tag has soared. It now costs £78,315 (up from £59,000 in 2017).

These changes for the Quadrifoglio are a last hurrah for this elegant sports saloon. Without even a hint of hybrid assistance, its days are sadly numbered.

Alfa Romeo UK recently gave us an opportunity to drive the new Quadrifoglio on track – and on the road.

The Quadrifoglio is old-school, in a refreshing way. It’s simple to carry out everyday tasks, such as selecting drive modes on the ‘DNA’ dial down in the centre console.

As ever, Normal is fine for everyday driving, AE is best left for motorway runs, Dynamic is fine for blasts on twisty roads, while Race is best left for track driving.

You sit low in the cabin, the Sparco sports seats hug your body, the starter button is positioned on the steering wheel and there are two big aluminium paddles.

I started off in Dynamic mode for a few soft laps of a short circuit at Bicester Heritage in Oxfordshire. This mode firms up the dampers, but the car still feels compliant.

Thanks to the new mechanical limited-slip differential, changes to the suspension, plus its already superb weight distribution, the Quadrifoglio is now far more predictable than the original, especially at the rear, giving you confidence to push on.

There’s also impressive traction in the dry, but it clearly needs to be treated with caution – as with any powerful rear-wheel drive saloon – on slippery surfaces.

It’s always a treat to have the freedom to find the limit of a hot car, and I found the Quadrifoglio is surprisingly forgiving on track, such is its poise, agility and balance.

Switch to Race mode and things get more brutish. The combination of all that power, a raucous V6 soundtrack, angry dials, zero ESP and traction control, plus the suspension in the firmest setting, result in serious thrills.

Apart from a rearward twitch once or twice when planting my right foot too early out of corners, it’s blisteringly fast and entertaining.

After a couple of cooling-off laps, it was time to take to the roads. And the Quadrifoglio is a joy to drive relatively sedately too, though the firm and noisy Dynamic mode can be a little tiresome on poorer surfaces.

Push it on more challenging roads and there’s little body roll, while the fast steering rack works wonders.

So, the Alfa Romeo Giulia Quadrifoglio is now more rewarding than ever, but it’s still not perfect. It’s snug in the back for taller passengers, thanks to those sports seats, while the small, dim infotainment screen is still a disappointment.

However, the Quadrifoglio is one of those cars that can be forgiven for its shortcomings because it’s so special overall.

If ever a car had ‘future classic’ written all over it, this is it. And even though it’s expensive, it’s competitively priced compared to its German rivals, which include the BMW M3, Mercedes-AMG C 63 or Audi RS 4.

Verdict: The updated Alfa Romeo Giulia Quadrifoglio is, quite simply, one of the world’s best sports saloons. With its blend of performance, driving dynamics, elegance and comfort, it’s better than ever.

Alfa Romeo UK

Alfa Romeo Tonale PHEV Q4 review

We get to grips with Alfa Romeo’s first plug-in hybrid – the Tonale SUV…

Slotting in below the Stelvio in the Alfa range, the Tonale is arguably one of the best-looking mid-sized crossovers on the market.

It’s athletic and well proportioned, it features some delicious Alfa Romeo design cures, such as the narrow ‘triple’ headlights, trademark shield grille and offset number plate at the front, while its pert rear is endowed with a full-width light bar.

And as you can see, it looks especially good in Montreal Green, though sadly this is a £1,500 option.

Inside, the dashboard design is a successful mix of the old and the new.

A retro-hooded 12.3-inch digital driver’s instrument cluster is standard, with graphics designed to replicate Alfa’s traditional analogue dials. This is complemented by a 10.25-inch infotainment touchscreen featuring Apple CarPlay and Android Auto, along with Amazon Alexa – which is integrated with a voice assistant.

Refreshingly, it’s not totally minimalist either, so there’s a sprinkling of dials and switches for essentials such as climate control.

Priced from £45,995, the Tonale’s PHEV family crossover’s rivals include the BMW X1, Volvo XC40, Audi Q3, Range Rover Evoque and Lexus NX.

It’s worth noting that these competitors are all in the premium sector, which is exactly where Alfa Romeo is pitching the Tonale – so no pressure there then.

And frankly, the Tonale comes close. It’s well put together and interior quality is, for the most part, good, but it’s let down in a few areas – for instance, the use of harder plastics on the doors.

Overall, the cabin has a sporty feel, but it’s also fairly practical with plenty of space for two adults to sit comfortably in the back. A third can perch in the middle, but they will have to straddle the transmission tunnel. That said, unlike some cars, there is space to place your feet under the front seats.

Boot capacity is a modest 385 litres, expanding to 1,430 litres when the 60:40 split seats are folded, putting it on a par with an average family hatchback.

The Tonale’s plug-in hybrid system is an upgraded version of the powertrain used in the Jeep Compass 4Xe (its Stellantis group cousin). In other words, there’s a 1.3-litre, four-cylinder turbo petrol engine mated to 15.5kWh battery.

Alfa Romeo claims this gives an EV range of up to 43 miles and CO2 emissions as low as 29g/km.

It’s four-wheel drive too, with the electric motor’s 121bhp going to the rear axle, while the petrol engine sends its 178bhp to the front.

A total of 276bhp is generated, resulting in a 0-62mph time of 6.2 seconds. Top speed is 128mph, and (I’m told) it will happily stay in EV mode up until 84mph.

I tested the Tonale Q4 in Veloce spec (£48,495), but there’s also an entry-level Ti.

The Ti version is externally distinguished by a satin chrome V front bezel, 18-inch dark finish diamond cut alloy wheels, a gloss-black body kit, with satin side and front inserts, privacy glass and black painted mirror caps. Inside, there’s black cloth upholstery, a driver’s seat with four-way lumbar adjustment and a leather steering wheel.

The Veloce has a darker V front bezel, Veloce badging and body kit, a gloss black window surround, 19-inch dark alloy wheels and red painted Brembo brake callipers. Inside, the Veloce features aluminium door sills, aluminium shift paddles, plus black and red Alcantara upholstery. Under the skin, it also gets Alfa Dual Stage Valve suspension (DSV).

Slip inside and the driving position is fashionably high and all-round visibility is good. The footwell is a tad cosy though, and I couldn’t find a comfortable place for my left foot on longer journeys.

Press the start button on the steering wheel and you’ll more likely than not set off in silent EV mode.

A twist of Alfa Romeo’s ‘DNA’ drive mode selector dial enables you to tweak the engine, steering, suspension and transmission responses.

‘Dynamic’ mode uses both the electric motor and the internal combustion engine to deliver a sportier driving performance. ‘Natural’ optimises power and minimises fuel consumption, with the combined work of the internal combustion engine and electric motor, while ‘Advance Efficiency’ mode is electric-only driving mode, so ideal for low emissions zones.

You’ll spend most of your time in default Natural mode with the engine comfortably switching between electric and petrol power.

The first thing you notice on the road is that the steering is very light and doesn’t offer much in the way of feedback. It’s not a deal breaker, but it takes a bit of getting used to.

Natural mode is absolutely fine for everyday driving. The ride is supple, it feels totally composed on the motorway and surprisingly little road and wind noise spoils the calm of the cabin.

If you want a little fun, then slip it into Dynamic. The whole car sharpens up, and it’s in its element on faster, flowing roads.

The only downside is that the little petrol engine becomes raspy at higher revs and the six-speed automatic gearbox is sometimes a little hesitant with its shifts.

This can be remedied by using the aluminium paddle shifters behind the steering wheel, but these are not perfect either. They are enormous and protrude beyond the column stalks, which means they are invariably in the way when you want to indicate or operate the wipers.

There are various settings for regenerative braking (it’s always satisfying to watching the EV light pop up when you’re coasting, for instance), charging on the move and saving battery charge.

Overall, Alfa’s engineers have done a great job of disguising the Tonale’s weight (1,910kg), and it stays impressively flat in more challenging corners.

This is partly down to the superb 53:47 front/rear weight distribution, which is complemented by excellent grip levels.

So, you can have some fun in the Tonale PHEV, but it will impact fuel economy. In theory it’s capable of 217.3mpg, but as with all plug-in hybrids, figures like that are only possible on shorter trips with a charged battery.

On longer journeys, expect fuel economy between 40-50mpg, because in effect you are driving around in a relatively small engined car with a depleted battery.

Talking of which, the Tonale’s charging speed maxes out at 7.4kW so it’ll take 2.5 hours to recharge the battery, home or away. With a full charge, Alfa Romeo claims the PHEV can travel 43 miles on electric power alone, but we found that 35 miles is more realistic.

The Tonale earned an impressive five-star rating in Euro NCAP safety tests. Standard equipment includes adaptive cruise control, lane-keeping assist and autonomous emergency braking (AEB).

And if you have cause to brake suddenly, there’s no missing the unique collision warning – a bizarre multi-track hooting sound.

So, ultimately the Tonale is an impressive start for Alfa Romeo on its electrification journey, and the plug-in hybrid’s all-electric range and low CO2 emissions should make it an attractive company car option.

Finally, it’s also worth considering other more affordable PHEVs in the hugely important family-sized SUV sector, such as the Kia Sportage and Hyundai Tucson. Plus, the Tonale is also available as a slightly cheaper mild hybrid.

Verdict: If you’re in the market for a sporty family SUV but not quite ready to go fully electric, then the Alfa Romeo Tonale plug-in hybrid should be on your shortlist. Not only does it ooze kerb appeal, but it’s practical and drives well.

Alfa Romeo UK

Valtteri Bottas wakes up Milan

Gareth Herincx

4 days ago
Auto News

F1 star Valtteri Bottas has helped Alfa Romeo celebrate its 112th anniversary with a unique stunt.

The Flying Finn drove his Alfa Romeo Formula One car around the most iconic streets of Milan at 5.30am this morning.

Starting from Piazza Duomo and passing through Piazza San Babila, Porta Nuova, the majestic Central Statio and then the City Life district, he ended his city tour at Gattamelata – a place of strong historical significance.

Valtteri Bottas in Milan with Alfa Romeo F1

Here in 1910 was Portello, Alfa Romeo’s first production site, which is now home to the brand’s new flagship store – the first showroom in the world to introduce Alfa Romeo’s new Brand Identity.

There is an extremely close bond with Milan and Alfa Romeo. It was in Milan, 112 years ago, under the name Anonima Lombarda Fabbrica Automobili, that the brand was introduced to the world. The rest is history.

Happy Birthday Alfa Romeo!

Tags Alfa Romeo Anonima Lombarda Fabbrica Automobili F1 Formula One Milan Valtteri Bottas

Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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