BEHIND THE WHEEL: Alfa romeo giulia qv
Red blooded woman
Not long ago I was thinking in my head, what in the world should ever replace the old girl since the C class is terrible to drive and the 3 isn’t exactly new. My conclusion was the Giulia but there is no Alfa Romeo here and that’s a problem. Despite that, I was very fortunately to be hooked up with a Cloverleaf version by a fine gentleman despite it being irrelevant to where I live and my letter begins.
There is no contest for something prettier in this segment really, especially being in blood red. Nothing. It has been way too long since the last saloon from Alfa and even longer for one returning to form powering only the rear wheels. Pressing the big red button on the steering sparked it to life and all these carbon that had been littered in the Giulia does reveal the Ferrari in it.
Having gone 50 meters, the Quadrifoglio’s electric steering quickly gave away its nature on how pin-sharp it is. As for feedback, let's not discuss on the matter shall we? The all-aluminium paddle shifters are commandingly huge making the driver feel like a 19th century sultan. As for sheer acceleration, foot down in any other settings will rocket the driver into the horizon. For the fact where it deploys over 500 horsepower to its rear wheels, it not once struggle for grip despite being on sandy B-roads. Iron cast brakes really bite with well-judged progression while gearbox's bang on with precise shifts.
The Quad's engine does sound angry all the way to 7250 rpm but not the most notable feature of this car because it is often dominated by the exhaust which is a matter car bores like us could talk for days. Annoyingly, the sports exhaust is only tuned to 11 in Race mode which also takes away traction control is a shame really because sounds coming out of its quad pipes cures depression.
With so much power and no traction control, you got to ask yourself when is that ever needed. Probably not in Bolehland as one is bound to be interrupted by idiots who bought their driver’s licence and the speed’s limited by the many portholes. But here in Kiwi land, it's perfect. Get to the restricted speed in 3.9 with the exhaust fully opened and given that there is no traction control, you won't be going fast enough to kill you.
The Giulia doesn't lag much from the Germans as soft touch materials are present on expected panels. Bizarrely enough in today’s world, it doesn't come with a launch control program like its competitors. Truth be told, the dna switch and gear knob are neither the prettiest things nor the best to touch. A green stitch across the dash can be had is a nice addition reminding you that it's the clover leaf version. Alfa's infotainment is a little low-res but to notice, one would have to squint.
Bucket seats are a tad harsh like most performance cars, they provide ample of lateral support. A touch uncomfortable perhaps but you’ll be needing them because passengers will literally sink into them when the throttle is provoked. To my surprise, the Guilla doesn't ride too harshly. Having said that, performance saloons do lean towards the firmer side of things and the Giulia I was piloting rides on section 35 rubbers does result in road and sand noise even at just above 100 k on a gritty patch.
This may all be a little bias because I like the QV, a lot. Then again, there is plenty to like. Like the jack of all trades M5, it does fast and comfort with a lot more flair and flamboyance. Despite what's written in my love letter to Giulia, it's still a thing of heart over head.
Response to input
Sports exhaust deactivates
0-100 km/h: 3.9s
Top speed: 307 km/h
$ 135, 000
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