Test Drive Alfa Romeo Giulia: Three LEDs for a Hallelujah

Light, casual – in its advanced age, the Giulia doesn't take itself too seriously anymore, meaning: The latest facelift essentially only includes a bit of makeup around the eyes and in the display: New Matrix-LED headlights, with which the 3+3 arrangement of the headlights returns. Alfa first introduced this with the "Mostro," the SZ Zagato, and it went into mass production with the 159, Brera, and Spider. In addition, Alfa provided a new instrument cluster and reorganized the model range.

Three plus three LEDs, three engines, and three trims for a hallelujah

The engines are limited to the 2.1-liter JTD with 210 HP and the 2.0-TBI with 280 HP. Later, the 510-HP Quadrifoglio will follow – the successor is expected to come in 2025 on the Stellantis-Large platform, purely electric and rumored to have 1,000 HP plus. It kind of feels like a "Four Fists for a Hallelujah" scenario, with Bud Spencer and Terence Hill fighting against an overwhelming number of opponents. In this case, those opponents are primarily the German premium brands, Tesla, and Chinese manufacturers. But currently, the Italians aren't showing anything and are dozing off like the two heroes in the Italo-Western under the sun.

Kerb weight almost like in the compact class

We start with the Giulia as a petrol engine, which we have as the Competizione introductory model. Priced at 63,250 euros gross in the matte special paint "Moonlight Grey" and as a petrol engine, it’s roughly 53,152 euros net. The diesel is, by the way, 2,500 euros cheaper gross. Below it are the Veloce (on which the Competizione is based), TI (more elegant), and "Sprint." This makes a total of six models. The kerb weights start at around 1.5 tons, which is now more like compact class level, and accordingly, the Giulia also drives quite lightly.

It's a pity that the engine sound doesn't quite match: The 2.0-liter turbo unfortunately sounds relatively weak and rough, which you can amplify with the then-turn switch by setting it to "a," causing asthmatic sluggishness that isn't necessary: On "n" for "normal," the Giulia responds noticeably more agile and usually finds the perfect gear, while the "Sport mode d" always "preloads" the gears and, as with almost all other cars with corresponding driving modes, brings unnecessary hectic into the car.

The chassis and steering are still among the best the segment has to offer

With a proper stomp on the gas, the rear end gets subtly hectic, and you can feel that the Giulia generally drives the rear wheels – if they lose grip, the Competizione still has a mechanical limited-slip differential and the front wheels, which can take over up to 50 percent of the drive power if needed. Together with the direct steering and clean tuning of the light chassis, the Giulia remains one of the most dynamic mid-size sedans. Additionally, it is easy to handle.

Consumption, infotainment, rear seat space – points that the Giulia doesn't care much about

And otherwise not caring much about the rest: Driven somewhat spiritedly, the girl guzzles like a hole and can quickly enjoy 10l/100 km. To achieve the already not overly optimistic standard consumption of 7.5 to 8.4 l/100 km, it demands a gentle touch on the gas pedal.

Switching to the diesel in the Veloce trim: Here, the "Fiat Pratola Serra modular engine" (internally also simply called Family B engine) burns around 7.0l/100 km. With 450 Nm from 1750 rpm, the diesel feels fuller than the gasoline engine, which only has its full 400 Nm starting from 2,250 revs.

The consumption display shows only between 2.0 and 15.0l/100 km

The small central screen shows the necessary interfaces, while the consumption display is always limited to values between a minimum of 2.0 and 15.0 liters per 100. Zero fuel delivery during overrun fuel cut-off or 50 liters plus x after a cold start – please, how often does that occur? And who needs a lot of space in the back of a sporty D-segment sedan?

Small-minded people, they can drive a Skoda Superb or Tesla Model 3. The latter offers noticeably more here – but with almost ten times the number of units sold in Germany, it is now a completely banal car, having actually sold 100,000 times. Since 2016, Alfa Romeo has not been able to bring 10,000 Giulias onto Germany's roads (which is likely to change in 2023). This also explains why it limits itself in the autumn of its life with a bit of makeup around the eyes and in the instrument cluster. Prices start at 54,250 euros gross, which is just under 45,590 euros net.

What does this mean?

At the beginning of the year, Alfa Romeo actually offered the Giulia in business leasing for 276.47 euros! Always in red, not configurable, but mega-cheap. It helped, sales picked up, as they generally did in 2022: Alfa was able to register more Giulias in Germany than in 2020 and 2021. Despite or perhaps because it is somewhat out of date, it still drives very charmingly – but it's time for the all-electric successor, which is supposed to be in the starting blocks from 2025.