Werbung
Werbung

Test Drive Alfa Romeo Junior Veloce: This is How Alfa's First Electric Car Drives

With the Junior, as it is now called, Alfa has mature ambitions - and is finally entering the electric age.

 

Junior in Action: On the test track in Balocco, we were able to take the first laps with the Alfa Junior. | Photo: Alfa Romeo
Junior in Action: On the test track in Balocco, we were able to take the first laps with the Alfa Junior. | Photo: Alfa Romeo
Werbung
Werbung
Redaktion (allg.)

Actually, the voters had chosen “Milano,” which the city did not like, as the Junior will be assembled in Tychy, Poland. So, it was quickly renamed to “Junior” after four days. Which, in our opinion, fits better anyway, as it will be the “Junior” in the portfolio and the brand’s first electric model. We were able to drive it for the first time, at least on the larger courses of the Balocco test field, which was once built by Alfa Romeo and is located almost exactly between Milan and Turin.

Chic look: It appears larger than it is

With the Junior, Alfa Romeo wants to reinvent itself once again – yet again. It has rarely been the design’s fault, and the good-looking Junior with its strong shoulders and rising beltline is no exception. It also immediately awakens subtle “I-want-it” desires. Its technical base is identical to vehicles like the Jeep Avenger, Opel Mokka, or Peugeot 2008.

In terms of size, it fits within that range even though it appears larger! With a length of 4.17 m, a width of 1.78 m, and a height of 1.50 m, it follows the traditional aesthetics of the Arese sports cars with short body overhangs, widened wheel arches, and a flattened rear – and indeed looks larger at first glance!

Inside, the small steering wheel draws a lot of attention and the cockpit is dominated by two 10.25-inch screens, with the central screen slightly angled towards the driver. The sharper Veloce version pampers its occupants with contoured seats, sporty trim, and a trunk with a volume of a good 400 liters, which is very generous for this class.

Besides its design, the new Alfa Romeo wants to define itself particularly through its driving dynamics, and the Italian engineers have done their best to follow this tradition. Domenico Bagnasco, head of development for the Junior explained to us:

“We used new knuckles and new bearings, smaller stabilizers, double hydraulic stops on the shock absorbers, and a more directly translated steering to give the Junior the driving feel that our customers appreciate so much.”

The Veloce even offers a mechanical limited-slip differential

Additionally, the Veloce version has the suspension lowered by 2.5 cm, large ventilated discs mounted on the front wheels (with a diameter of 380 mm and four-piston calipers), and as a highlight, a mechanical Torsen limited-slip differential to improve cornering behavior. “The goal is to minimize understeer and maximize traction at the corner exit,” said Bagnasco.

In the future, there will also be a 4x4 version and a total of four engines to satisfy very different customers: the mild hybrid with 100 kW / 136 PS and front-wheel drive, whose 1.2 three-cylinder turbo is supported by a 21 kW / 29 PS electric motor in the dual-clutch transmission, which will later also be available as Q4.

More important: The electric versions Elletrica with an entry variant of 156 PS and the sporty variant with 207 kW / 280 PS, called Veloce. They are powered by a 51 kWh net lithium-ion battery, which, however, only allows a maximum range of a narrow 332 to 334 kilometers according to WLTP, realistically it is more likely to be 250 plus/minus x. The electric “base” extends to 398 to 410 km according to WLTP – realistically rather 300 plus/minus x.

The battery pack can be charged with AC at 11 kW or DC at up to 100 kW direct current – that's not much. At least the highway speed is limited to 200 km/h. Not a lot for a true sports version, but better than some others that pretend to be sporty. The charging times? From 20 to 80% Alfa states ideally 27 minutes, at the 11 kW wallbox 5 hours 45 minutes, and at the 2.3 kW household socket 26 hours and 45 minutes...

On the road, the driver can choose between the three driving modes Dynamic, Natural, and Advanced Efficiency using the DNA switch, which affects steering and acceleration behavior. Here, however, it is implemented as a rocker switch, taking cues from the French-German parts bin...

The Interior: Far too much hard plastic for a premium!

Behind the wheel, not only the two modestly sized screens stand out, but also that, like almost all electric cars in this B-segment and especially among all EV compacts of the Stellantis group, the dashboard is made entirely of hard plastic. It doesn't feel pleasant, is prone to scratches, and allows noise to penetrate the interior. Here, we would have liked to see Alfa Romeo at least use some foam-backed or recycled material surfaces – which would have met the "premium claim."

And both in the front and back rows, there are few storage compartments for small items – "clever" storage solutions are unnecessarily left to Skoda, Dacia, or Opel. Classically, the space is limited in the front and back, but more than sufficient unless three teenagers or two tall adults are seated in the rear. It slots in exactly between the rather tight DS3/Opel Mokka and the reasonably spacious Jeep Avenger. The trunk, however, is large and can be adjusted in two heights.

Not just Alfisti will be pleased: Snappy suspension and direct steering

As planned by the developers, the 1.6-ton Alfa Romeo Junior makes a remarkably mature impression despite its name. The maximum torque of 345 Nm is brought to the ground by the front-wheel drive without significant traction loss, with the limited-slip differential maximizing traction and together with the 225/40 R20 tires ensuring maximum propulsion. This allows it to go from 0 to 100 km/h in 5.9 seconds, and even in terms of braking, the combination of regenerative and hydraulic brakes of the e-CMP2 platform is convincing. The steering also deserves praise for being very precise, even if the difference between the driving modes is not very pronounced. The Junior forgoes paddle shifters on the steering wheel, and regeneration can be controlled via the B-button on the gear selector as with DS and others.

Consumption varies greatly: In summer, with a light foot on the pedal, it can reach around 17 kWh/100 km net, but in winter or when using its power potential, it can quickly read over 20 kWh/100 km. A lot for a small car, and the 115-kW version is noticeably more frugal. Here, one can manage around 15 kWh/100 km net plus/minus.

Which brings us to the calculations and prices: The Veloce costs a hefty 48,500 euros, and even the base gasoline engine is far from cheap at a minimum of 29,500 euros. Positioned in between is the 39,500 euros electric base version with 115 kW / 156 hp.

What does it mean?

The Junior is overall a successful expansion of the Alfa Romeo portfolio towards the lower end, which is estimated to account for up to 40% of total sales. This should finally help boost sales figures, as the global registrations of 70,500 in 2023 are unlikely to be sufficient in the long term to keep the brand attractive. Compared to this, even Porsche seems like mass-market goods! From 2027, Alfa Romeo is expected to offer only all-electric models, following the lead of its sister brand Lancia.

Behind the Alfa wheel for us: Joaquim Oliveira; press-inform

Technical Data: Alfa Romeo Junior Veloce

Motor: permanently excited electric machine front

Power: 206 kW / 281 hp

Max. Torque: 345 Nm

Top Speed: 200 km/h

Acceleration 0 – 100 km/h: 5.9 seconds

Drive: Front

Standard Consumption: -

Battery Size: 54 kWh (51 kWh usable)

Curb Weight: from 1,590 kg

Trunk: 400 liters

Translated automatically from German.
Werbung

Branchenguide

Werbung