🦎 Alfa Romeo Giulietta Veloce Test

41 Alfa Romeo Giulietta for sale. 1961 Alfa Romeo Giulietta - Spider Sold!! P.O.R. 1962 Alfa Romeo Giulietta - Giulietta Sprint. USD 54 774 - USD 87 640. 1956 Alfa Romeo Giulietta - Sprint Veloce 1956 - Mille Migl P.O.R. 1955 Alfa Romeo Giulietta - Spider. USD 136 937.

Zrzucam zdjęcia Giulietty ze smartfona na komputer i na tytułowym foto dostrzegam napis ,,Kałabanga" na ścianie budynku. Napis to oczywiście wersja spolszczona, bowiem oryginalnie to Cowabunga. Jest to słowo, które służy do wyrażania radości, satysfakcji, zdumienia czy zaskoczenia. Określenie dość mocno spopularyzowane w kreskówce Wojownicze Żółwie Ninja, które były emitowane między 1987 a 1996 rokiem. Kałabanga zdecydowanie pasuje do Giulietty. Wystarczy dodać jeszcze piękna oraz szybka i mamy trzy słowa opisujące to bardzo udane auto. Alfa Romeo Giulietta zadebiutowała w 2010 roku zastępując model 147. Giulietta liczy już kilka wiosen, ale wciąż może się podobać. Nie powinien nikogo też dziwić fakt iż Giulietta to model w gamie marki, który najchętniej jest wybierany przez klientów. Niedawno tenże model przeszedł delikatny facelifting. Z przodu mamy charakterystyczny dla Alfy odwrócony trójkątny grill. Na przednim zderzaku pojawiła się czerwona kreska podkreślająca sportowy charakter tego hatchbacka. Grafitowy lakier, napis Veloce na przednim błotniku i dostrzegane choćby przez przednią szybę zagłówki zdradzają, że nie jest to zamulacz drogowy. Gdy tylko popatrzymy na tył to od razu rzucają nam się w oczy dwie, powiększone końcówki układu wydechowego. Tu także pociągnięto zderzak delikatną czerwoną kreską. Całość dość ładnie narysowana, a delikatny spoiler to taka wisienka na torcie. Bardzo do gustu przypadły mi także osiemnastki o dość ciekawym wzornictwie. Optycznie dość mocno obniżają auto, a czerwone zaciski kojarzą się niewątpliwie ze sportową maszyną. Jeśli chodzi o hamulce to potrafią zatrzymać ten pocisk dosłownie w miejscu. Na zaciskach oprócz napisu Alfa Romeo jest niewielkie logo firmy, która je dostarcza, czyli Brembo. 350 litrów pojemności - tyle może pomieścić kufer ukryty pod tylną klapą. Aby się do niego dostać musimy wcisnąć przycisk umiejscowiony na pilocie lub wcisnąć znaczek Alfy na klapie bagażnika. W podwójnej podłodze znalazło się miejsce na wydzielone skrytki, a jeszcze niżej przestrzeń na koło zapasowe. Do bagażnika można dostać się także od środka tj. poprzez otwór za podłokietnikiem na tylnej kanapie. Pasażerowie na tylnej kanapie nie powinni nażekać jeżeli będą posiadać do 180cm wzrostu. O ile nad głową miejsca nie brakuje o tyle przy kolanach miałem (mam 185cm wzrostu) nieco ciasno. Sytuację ratuje wygodna tapicerka i duży podłokietnik ze skrytką w środku oraz dwoma uchwytami na napoje. Wymiary. Giulietta posiada 435,1cm długości x 179,8cm szerokości x 146,5cm wysokości - niby niewielkie auto, ale i tak przy tunelu środkowym projektanci znaleźli miejsce przydatny gadżet w letnie i ciepłe lub lodowate, zimowe dni, czyli nawiewy. W Alfa Romeo Giulietta niektórym może przeszkadzać mocowanie ISOFIX. Jest bowiem trudno dostępne. Owszem, fajnie schowane za suwakiem i jeżeli ktoś zakłada fotelik na długo długo to nie ma się czego czepiać. Gorzej, jeżeli dość często lawirujemy fotelikiem z auta do auta to wówczas trzeba będzie się trochę namęczyć. Kokpit Giulietty jest dość nowoczesny. Znajdziemy tu wiele przełączników, pokręteł. Jest co wciskać i co smyrać. Ergonomia jednak nie budzi żadnych zastrzeżeń. Po dwóch dniach jesteśmy ekspertami od zarządzania tym centrum dowodzenia. Wszystkie elementy do siebie świetnie spasowane choć żaden nie uginał się pod palcami. Czuć jednak w dotyku, że to twarde, ale nie najtańsze plastiki. Dominujący kolor to czerń, odcienie szarości, gdzieniegdzie prześwity chromowanych dodatków aż w końcu szwy zrobione za pomocą czerwonej nitki. Nagłośnienie od firmy Bose gra rewelacyjnie nawet na najtrudniejszych czyt. hardkorowo basowo bitowych ustawieniach. Nawigacja czy reszta opcji, którą dość łatwo skonfigurować pod siebie to kolejne nie wkurzające gadżety. Wszystko działa dobrze bez żadnych nieprzyjemnych zawiasów. Jedyne miejsce na pozostawienie naszego smartfona to skrytka w podszybiu lub jeżeli dysponujemy mniejszym wynalazkiem to okolice skrzyni biegów. Na przednich fotelach miejsca pod dostatkiem nawet dla tak dużej osoby jak ja. Fotele skórzane z elementami alcantary oraz mocnym trzymaniem bocznym. Znalezienie tej wymarzonej dla siebie pozycji nie stanowi żadnego wyzwania. Dopełnieniem sportowego stylu są zintegrowane zagłówki z chromowanymi wstawkami. Wyższą temperaturę, duży dopływ adrenaliny mamy zapewniony dzięki osiągom auta, ale w razie wu jakbyśmy jeszcze nie wyruszyli na tor czy długą trasę to podgrzejemy cztery litery za pomocą przycisku. Otwierasz drzwi, zajmujesz miejsce kierowcy, łapiesz za wieniec i od razu czujesz, że siedzi się nisko choć nie przesadnie glebowo. Kierownica choć sporych rozmiarów to nieco spłaszczona u dołu, a wieniec ma kształt przewróconej litery ,,De". Mimo wszystko dość pewnie się ją trzyma, a o to niewątpliwie w tym wszystkim chodzi. Zegary analogowe, duże i czytelne. Przyzwyczajony jestem, że prędkościomierz mam z prawej a obrotomierz z lewej. W Alfie jest jednak odwrotnie, ale gdy zaczynamy bawić się łopatkami to uświadamiamy sobie, że ma to sens:) Zwróćcie uwagę na to w jaki sposób komputer pokazuje spalanie. W km/l czyli na pierwszy rzut oka wygląda to mega eco, ale jak już sobie przeliczymy to wracamy do normalności. Pod maską kałabanga! Silnik w moim testowym egzemplarzu to benzyniak, a dokładnie określany jako turbo benzina TBI o pojemności mający 240KM i 340Nm. Jest to dokładnie ten sam silnik, który jest montowany w Alfie Romeo 4C. Sprint do setki zajmuje zaledwie 6 sekund co jak na auto z przednim napędem jest więcej niż tylko świetnym wynikiem. Średnio auto zadowalało się w okolicach co uważam, że jest więcej niż dobrym wynikiem. Pojemność baku to 60 litrów, a więc śmiało możemy pokonywać dalekie dystanse. Na pokładzie znalazła się automatyczna, dwusprzęgłowa, sześciobiegowa skrzynia biegów, która spisywała się rewelacyjnie. Giulietta jak każda nowa Alfa opuszczająca salon wyposażona jest w system DNA. System ten oferuje kilka ustawień dynamiki pojazdu, czyli Dynamic, Natural oraz All Weather. Każdy z tych trybów ma inny moment obrotowy silnika, inaczej auto hamuje, inaczej skrzynia zmienia biegi, inaczej pedał przyspieszenia reaguje na naszą nogę. Różnica jest także w systemie ESC oraz systemie kontroli trakcji ASR. Tryb Dynamic to szybsza reakcja całego układu hamulcowego i bardziej precyzyjny układ kierowniczy. Inaczej stwierdzając to po prostu tryb przeznaczony do szaleńczej, sportowej jazdy. Tryb Natural to spokojna czyt. delikatna praca całego silnika choć jeżeli byśmy chcieli nagle przyspieszyć to wystarczy depnąć w podłogę. Tryb All Weather przeznaczony jest do jazdy w trudnych warunkach atmosferycznych jak śnieg czy śliska nawierzchnia. Nie wiem, może przesadzam, ale to chyba najładniejszy kluczyk powiedzmy dotykowy do auta jaki miałem w dłoniach. Bezdotykowy to inna bajka, ale jeżeli chodzi o to co musimy wyjąć z kieszeni i przekręcić w stacyjce by uruchomić silnik to ten bezapelacyjnie wygrywa. Alfa Romeo Giulietta Veloce to pierwsze auto w którym system audio został sprawdzony na zasadzie czy istnieje i czy da radę z mocniejszą nutą. Przez cały czas radio, mp3 i inne gadające cuda były w pozycji off. Jedyną muzyką jaką słuchałem to bardzo miły dla ucha ryk silnika. Większość czasu przejeździłem w trybie Dynamic słuchając najpiękniejszych symfonii jakie może usłyszeć motomaniak. Najpiękniejsze basy to te, które było słychać podczas zmiany biegów. Łopatki w tym aucie mają sens i nie są od parady - dają sporo frajdy. Z jednej strony auto ma nieco sztywne zawieszenie, ale nie tak maksymalnie więc na osiedlowej dziurawej drodze obłożonej wysokimi progami zwalniającymi nie złamiemy kręgosłupa. Zakręty łykamy bezstresowo, a auto jest niczym przyspawane do nawierzchni. Spod świateł nie jesteśmy w stanie zamulać i z niecierpliwością oczekujemy na zielone. Świetny silnik, nacisk większy na osiągi niż spalanie, ale o to w tym szybkim hatchbacku chodzi. Jeżeli miałbym się na siłę do czegoś przyczepić to hmm może brak kamery cofania na pokładzie? Auto sporo kosztuje, ale jeżeli miałoby coś z niego zostać zabrane kosztem obrazu to niech zostanie tak jak jest. Wszak jeżeli ktoś będzie potrafił zapanować nad ta dużą mocą pod nogą to z pewnością poradzi sobie bez systemu, który za niego zrobi kopertę czy choćby kamery cofania gdy będzie parkował tyłem. Kolejny mały minusik to mocowanie ISOFIX o którym już wspomniałem. Niektórzy pewnie woleliby także system bezkluczykowy, ale bez przesady, nie w tym aucie. Ileż frajdy daje przekręcanie kluczyka w tym aucie by po chwili usłyszeć to brzmienie. Jeżeli chcemy mieć takiego ,,grajka" to musimy posiadać minimum 123000zł (113000zł w promocji). Jeżeli interesuje nas tylko wygląd, albo po prostu chcemy mieć Giuliettę choćby najsłabszą w najuboższym wyposażeniu to najtańszą z salonu wyjedziemy za 75800zł (71300zł w promocji). Ciekawostką jest to, że Giulietta w najgorszym przypadku, nawet ta najtańsza ma nie więcej niż 10sekund do setki. Jeżeli ktoś patrzy nie tylko na osiągi i jego wóz ma być nie tylko szybki, dobrze się prowadzić, ale także ma mieć w sobie to coś co odwraca głowy nawet, gdy ten jest zaparkowany to powinien zainteresować się piękną Giuliettą. AM Strefa Kulturalnej Jazdy

ジュリエッタ（Giulietta）はイタリアの自動車製造会社のアルファロメオが1954年から1965年まで、および1977年から1985年まで製造、販売した小型乗用車。もしくは2010年より発売を開始した乗用車。車名こそ共通だが、いずれも技術的なつながりはない。 50% off Breakdown Cover Sale Get covered in our half price Breakdown Cover sale from just £ a month.* We're the UK’s best breakdown provider as voted by Auto Express drivers Andy EnrightIntroductionThere are really only two types of genuine car enthusiasts. Those that have owned an Alfa Romeo and those that have owned many. Of course, there are some people who get a bit frightened at the prospect of a used Italian car, but fear not. The days when Alfa build quality was something that of a vague concept have long since gone. As a person whose first car was an Alfa Giulietta in the Eighties, I can state this quite unequivocally. Granted, it wouldn't be hard to better that car's reliability record, but its latter day namesake is a car I wouldn't hesitate in relying upon. Here's what to look for when choosing a used hatch ( petrol, petrol, diesel [Turismo, Lusso, Sportive, Veloce, Cloverleaf, Collezione special edition, FF6 special edition)HistoryWhen Alfa Romeo resurrected the Giulietta badge in 2010, it was in many ways a present to itself. The company celebrated its centenary in that year and wanted a model with a bit of charisma to act as a marker to progress. Those of you with long memories, or an itchy Google finger, probably know about the Giulietta launched in the 1950s. That was rather lovely. Those of you who recall your clutch slave cylinder falling off on the M27 will remember the somewhat frail, sports saloon from the Eighties. Okay, maybe that's just me. Whichever model you recall, the rebooted post-millennial Giulietta was absolutely nothing like anything that went before. It's a five-door hatchback and is targeted at the niche models in what car makers call the C-sector. This is the area of the market populated by VW Golfs, Ford Focuses and Renault Meganes, but the Giulietta wasn't aiming at mass appeal. Its importers set a target of 6,000 cars per year, compared with the 120,000 Focus models that churn out of dealerships. What Alfa wanted was the customer who was looking for something a little bit different. If you liked the style statement of an Audi A3 but didn't want to spend that sort of money, the Giulietta was a very interesting alternative. It didn't take long for Alfa to start improving the breed too. At launch, you chose between petrol engines of 120 or 170bhp, plus a hot 235bhp Cloverleaf. Diesel power came courtesy of a 105bhp or a 170bhp Now you don't need to have the marketing savvy of Steve Jobs to realise that there was a huge hole in the diesel engine range and that was promptly plugged in February 2011 with the introduction of a 140bhp diesel. October 2011 saw the introduction of the TCT twin-clutch transmission. Available with either the TB MultiAir 170 bhp petrol or the JTDM-2 170 bhp diesel engine, the TCT offered Start&Stop to help save fuel in urban traffic. The three-year warranty was upgraded to a five-year deal in April 2012 while in August of that year the Sportiva trim was added to the line up. A real rarity arrived in May 2013 when Alfa Romeo sold six Giulietta TB MultiAir 170 bhp FF6 Limited Editions, commissioned to celebrate Alfa Romeo's involvement in the high speed, Fast and Furious film franchise. There was also a Collezione special edition launched at the same time. The Giulietta was updated with a facelifted car at the start of 2014. What You Pay (used_pay)What You GetThe Giulietta takes the styling cues of the MiTo and transfers them, rather successfully it has to be said, to a bigger car. It is very colour sensitive, though so think long and hard when choosing your vehicle. The overall silhouette of the car is nothing radical but the detailing is beautiful. I don't think I've ever seen a pair of rear doors so artfully disguised, the blade-thin shutlines disappearing into the rear wheelarch line and the door handles hidden in the window frame. The rear three-quarter view is maybe the prettiest, with the Brera-style tail and the rising waistline of the car giving it a muscular, purposeful stance. You'll need some decent alloy wheels on it to do it justice though. It gets even better inside. The fascia features the classic Alfa cowled dials and, dependent on how much money you've spent, some lovely leather trims. The pedal set looks great and the sweep of the dashboard with its high quality instruments inset into it also looks the part. Some of the materials are still not quite up there with a Golf but the Alfa counters with a bolder design that makes the experience look very special indeed. There are a number of telling detail touches too. The bonnet release catch is switched to the right for right-hand drive cars, and the bonnet raises on hydraulic struts to display a very neatly finished engine bay. There's a massive range of adjustment for the steering wheel, which is just as well as the driving position feel quite high set. There's tonnes of headroom up front but, as is often the case with hatchbacks of this size, the back is a little tighter on legroom. You won't need to pack light, though, because round the back, there's a decent 350-litre hatch. Build quality seems very impressive with excellent refinement and a solid record for the engines. Alfa Romeo was confident enough to offer 18,000 mile service intervals. What To Look For (used_look)What You PayPlease contact us for an exact up-to-date to Look ForThe Giulietta has fared reasonably well in terms of reliability with a strong score in customer satisfaction surveys. It's not mixing it with the Civics, Corollas and Golfs of this world, we wouldn't pretend that for a moment, but it's certainly no clogger. Small faults have been reported by owners, such as loose body kit trims, gear knobs that can rotate or come off, a tendency for the Blue&Me infotainment system not to pair with Bluetooth handsets reliably and Start&Stop systems that resolutely refuse to stop. Nothing too catastrophic there. If you can, go for one of the post-April 2012 cars and take advantage of that longer transferable Parts(approx based on a 2011 Giulietta excl. VAT) Parts are a bit more expensive than you'd expect to pay for many similarly-sized cars. A clutch assembly will run you around £190 and an alternator should be close to £145. Brake pads front and rear are about £60 and £50 the RoadIf you ignored Alfa Romeo in the past because you figured the cars were fun to drive but hardly built for the longer term, the Giulietta may well change your opinion. Not only does it feel solidly reliable but the driving experience feels a good deal more mature. The range of engines is also hard to beat. They're all turbocharged units, as is the fashion these days, as they add power while keeping emissions in check. There are a trio of diesels, a with 105bhp and units good for 140 or a healthy 170bhp and then there's a trio of petrol engines. These kick off with a 120bhp step up to the impressive 170bhp MultiAir unit and top out with the pacy 1750cc Cloverleaf, which develops 235bhp. There's not a bad powerplant in the range, but the MultiAir is definitely worth the price premium over the entry-level engine. The MultiAir system means plenty of power and torque available from low revs. The ride is well-judged and body control is excellent. With Alfa's DNA drive select system set to 'Normal', it feels smooth albeit with slightly gluey steering. Push the switch forwards into 'Dynamic' and the car gets up on its toes, with the throttle feeling much sharper and the steering feeling quicker witted. We like the alert steering of Dynamic mode and the benign throttle of Normal mode but unfortunately, there's no way to combine those two settings. Still, as a way of endowing the Giulietta with two distinct personalities, it's a worthwhile fitment. The 235bhp Cloverleaf model does a good job of transmitting that power through its front tyres and can notch of the sprint to 60mph in just seconds before hitting a top speed of 150mph. The MultiAir isn't that much slower at seconds for the benchmark sprint and 135mph flat out; figures that are slightly quicker than the turbodiesel. The TCT twin-clutch transmission is one of the better examples of its type and takes the strain out of city driving without compromising performance on the open road. In other words, it's a very Alfa Romeo Alfa Romeo Giulietta plots a neat course. Some thought Alfa had played it a bit too safe with this car and was chasing the mainstream big hitters but spend any time with a Giulietta and you soon appreciate that it's anything but a repmobile with a charismatic badge on the back. There's real quirkiness here and a depth of character that's hugely appealing. It also rides very well, has proven itself acceptably if not impeccably reliable and offers some punchy but economical engines. If your heart always wanted a used Alfa Romeo but your head said no, the Giulietta is a very elegant compromise. Al top della gamma motori di Alfa Romeo Giulietta troviamo infine la versione sportiva, chiamata fino al 2014 Quadrifoglio Verde e dal 2015 al 2022 Veloce. Ad accomunare le due versioni c’è il motore, l’apprezzato 1750 TBi quattro cilindri turbo, che sulla Quadrifoglio Verde eroga 235 CV, che diventano 240 sulla Veloce.
Our relationship with Alfa’s latest compact exec sounds like the script for a Shakespearean comedy. But our time with it is coming to an end, and that’s something of a tragedy; we simply don’t want it to 11,300Economy: Romeo, Romeo, wherefore art thou, Romeo?’ It’s probably the most famous line in literary history and could be the most symbolic, romantic and yet agonising moment in theatrical history, too. Everyone knows the scene where Juliet leans over her balcony and asks why Romeo has to be a tragedy is among his most famous plays. And while the Giulia won’t go down in history as one of Alfa’s most well-known cars, let me explain why I believe it’ll earn a place in the marque’s canon of great works.• Best executive cars 2019Alfa Romeo has all the heritage of the best car brands, and yet has had enough reboots and X Factor sob stories to rival a mid-nineties teenage pop latest comeback was in 2017, with the Giulia. It had a new platform, new styling and new engines; the only thing that wasn’t new was the Giulia were keen to find out whether this reboot was set to fizzle out just like every other one for the past 30 years. That’s why we wanted to run a Giulia on our fleet. As regular readers will remember, the story began way back in May 2017, when our order for a Veloce was sent off to Italy with a pencilled-in delivery date of Christmas. But come January the following year, it became clear the factory had lost the order and the handover would have to be put matter, they said, it’ll arrive in March. But by April it was apparent the car wasn’t coming any time soon. In fact, in a plot twist that could rival any Shakespearean comedy, it turned out our car had been built – but had been lost somewhere in Italy. Alfa loaned us a Montecarlo Blue Super until our Veloce could be found, and five months later, the Super was finally exchanged for this car in July 2018. Now that the Veloce is about to go back to Alfa, we can report that the wait was totally worthwhile. The Giulia has proven to be very enjoyable to live with for many reviews Firstly, there’s the engine – a four-cylinder petrol turbo with 276bhp and 400Nm, fed through an eight-speed automatic gearbox to the rear going to stick my head above the Capulets’ parapet here and say this is one of the nicest four-cylinder engines on sale. It’s punchy, but the best bit is the noise. This unit loves to rev, and when the needle races to the limiter, the motor sings. It’s quick, too. Secondly, there’s the handling. Step from an Audi A4 into a Giulia and you’ll probably crash – the steering is that sharp. But with that lightning-fast reaction comes amazing precision and feel for an electronic system. Combined with the lightweight chassis, it means the Giulia is lots of fun to drive. So far so good, but then there’s the car’s styling. The very best Alfa Romeos are simply gorgeous but that’s not the case with the Giulia. While I love it (and especially its rear three-quarters stance), some colleagues think it’s not as pretty as an Alfa should have been niggles, though. The car originally had an instrument binnacle that’s not offered in the UK – and that had to be fixed, along with an over-sensitive collision warning alarm. The infuriating bleep the car makes when locking and unlocking can’t be stopped, and neither can the radio’s penchant for changing Radio 4 to Smooth FM – or losing the signal altogether. Finally, some of the plastics are, frankly, you want German perfection, though, buy a German car. In that respect, the Giulia lives up to its Alfa Romeo heritage, and I just hope this reboot lasts for some time because so far it’s proving to be a good Romeo Giulia: fourth reportThe secret of the Alfa Romeo Giulia’s success is in the DNAMileage: 9,300Economy: can’t tell you how much I was hoping that my Alfa Romeo Giulia Veloce would be good to drive. If ever there were a compact executive car that should handle as well as it looks, then the Veloce is it. Eight months in and I still haven’t tired of simply climbing into the Giulia, driving it and getting out with a pathetically large grin on my are many reasons for this – the steering, engine and chassis are three, for starters – but a surprising one comes from a small knob on the centre Alfa’s DNA switch; or, in other words, the drive mode button. Whether it’s a supercar or a family SUV, every new car seems to have one these days. Essentially, each setting tweaks the car to a certain prescribed parameter, and in the Giulia there are Dynamic, Natural and Advanced most cars, I can guarantee owners never touch these driving modes (I mean, why would you on the M3 into London?), least of all recognise the subtle difference between ‘Normal’ and ‘Sport’. But happily, the Alfa is mode is great every day, but on the right road, switching to Dynamic is a good idea. While the steering weighting barely changes, the 276bhp engine really wakes up and the gearbox transforms from smooth changes to kicking between ratios. On the other hand, Advanced Efficiency tones down the four-cylinder engine’s urgency and holds on to gears for longer to improve the Italian saloon’s fuel other news, I’ve had some winter tyres fitted; this time last year I was stranded in snow while driving the Giulia Super. It’s just a shame the new rubber’s arrival coincided with a late winter heatwave. Perfect Romeo Giulia: third reportThe Giulia's beeps and alerts are driving us madMileage: 7,495Economy: could hold a decent tune and so too can Andrea Bocelli, when he puts his mind to it. The Italians, as we all know, can make the dullest things sound, look and feel exciting. The same can be said for my Alfa Romeo Giulia Veloce. No, it can’t bellow out Madame Butterfly, of course, but its four-cylinder is one of the nicest-sounding engines of its won’t bore you with that now, though; what I want to discuss are the other noises the Alfa makes – and they’re more Don Corleone on a bad day than Vivaldi’s Four Seasons. I’ve already moaned about the bleeping bleep the Giulia makes, but it’s worth another mention. When you lock and unlock the car it emits a loud, almost ear-splitting tone that not only annoys the neighbours but is also a flashback to an eighties Ford Sierra with a naff aftermarket alarm system from a way to turn it off if you dive into the settings, but only if you’re Continental; on UK Giulias, for some reason, you’re stuck with it. There’s more. As with most new cars, the Giulia comes with autonomous emergency braking (AEB). It’s a good feature, I’m sure, but in the Alfa it just will not shut up. On a completely empty piece of road with no hazards whatsoever, the dashboard will scream, worried I’m about to plough into something. Apparently, the sensitivity can be adjusted, so I will report back on this. Lastly, the Giulia changes radio station for no reason. Get out of the car having listened to Radio 4, lock it, unlock it (those bleeps again), then get back in and it’s switched to Magic FM. Magic is hardly the word I’d Romeo Giulia: second reportWe get a glimpse of why Alfas are so revered by their ownersMileage: 4,103Economy: the weeks roll by as the custodian of the Auto Express Giulia, I’ve discovered something quite charming about it that makes me feel warm and fuzzy. It’s the realisation Alfa Romeo drivers are down I’ve known this all along, but it’s only when you spend time in our Alfa Romeo Giulia Veloce that you really notice it. There was a perfect example of this last month, when I had a go in the new, facelifted Mercedes C-Class. I liked the new infotainment system and the digital dials, and the new hybrid version was quite impressive, but driving round in the baby Benz, no one really gives you a second glance. You just feel like yet another executive rushing around to get to their next business meeting. In the Alfa it’s different. The Giulia really does attract admiring glances from all sorts of other drivers, not just those in a BMW, Audi or Mercedes. But, probably unsurprisingly, the biggest reaction is from Alfa owners. Whether it’s those in a Giulietta or an old Spider, the Giulia always gets a thumbs up or little wave. It’s like a nod of approval that you’ve bought and drive around in something that’s a little bit different. You’re part of a club that understands you buy an Alfa Romeo because you want one – not because it’s on the company car list. I wanted to appreciate this infatuation with the Italian brand more, so when Alfa Romeo invited me to drive one of its cars up the hill at the Goodwood Festival of Speed back in July, you can imagine my years Alfa Romeo ships over a selection of its cars from its museum in Milan, and at 2018’s Festival it was a gorgeous little 1900 Sport Spider from 1954 with my name on it. It’s an incredibly rare car, because coachbuilder Bertone only constructed two coupés and two Spiders – this being the sole remaining Spider. Performance was very brisk in 1954 thanks to a strong 1,997cc four-cylinder engine delivering 138bhp through a five-speed gearbox, with power sent to the rear wheels. It’s all clothed in a gorgeous people did stare. The Alfa was in the Early Endurance Racers class up the hill, which included Ferraris, D-type Jaguars and DB3 S Aston Martins, and hopping into the car for the first time in the assembly paddock with smartphone cameras all pointed my way, my first thought was not to stall and look like a fool. Once I was on the start line the nerves really started to rise. In front of me, Fangio’s 1955 Mercedes 300 SLR had roared away, emitting a large cloud of petrol fumes and a straight-eight howl. Up next was the Alfa; a short wave from the marshal and we were away. The Spider needed a firm press on the throttle and a smart lift off the clutch to get away smoothly, but once up to the first corner, the engine was singing. The driving position is typically Italian – long arms, short legs. Add alarming body roll and it could feel intimidating, but the Alfa isn’t. Besides, there wasn’t time to feel overwhelmed as Goodwood House flew past. Apart from catching a Lotus that was struggling with the incline, it was a simple yet intoxicating canter up the in the paddock, once I’d said my goodbyes it was time to hop back into the Giulia. Now, I’m not going to be silly enough to claim that the Sport Spider is similar to this modern executive saloon, but what I can tell you is that the Giulia is one of those cars you just know the engineers have enjoyed setting up. It’s not just the super-sharp steering, but also the chassis and the way the four-door gets down a road. It’s for this reason I’m starting to understand why typical Alfa Romeo owners love their cars, because even though the Giulia shines in the driving department, the interior trails a little. I should add that nothing has fallen off, but in places the quality is a bit disappointing and during the heatwave of the summer, the Alfa’s climate control either blew out icy cold or sauna hot air; there was no middle that has been only a temporary glitch, and so far life on the whole in the Alfa is proving very rosy indeed. Alfa Romeo Giulia: first reportMileage: 1,612Economy: say good things come to those who wait, and boy, have I waited for this Alfa Romeo Giulia. For those of you who have had better things to do than follow the trials and tribulations of the Giulias on the Auto Express fleet, let me take a moment to indulge ordered a Giulia Veloce in May 2017 with delivery penciled in for Christmas. By February of this year it was clear the car wasn’t arriving, with Alfa Romeo UK claiming the “factory forgot to build it”.• Best executive cars 2018In the meantime, we were given a smart-looking Super with a 197bhp turbo petrol engine; well, it looked stylish until a bus ploughed into the back of it in March and left the scene of the accident. A new bumper and bootlid were needed, and after a fresh coat of paint the Giulia was back with us, easily maintaining its crown as the most stylish set of wheels in the company car to a recent glorious, hot morning in Slough, Berks, and I’m finally meeting our Misano Blue Giulia Veloce. We’re at Thames Motor Group’s joint Alfa Romeo and Jeep dealership; it’s an imposing building with shiny black cladding, and is a confident statement for the two brands. Inside it’s just as impressive, and there’s an air of a showroom selling glamorous clothes rather than a dealership punting out Giuliettas on PCP executive James Appleyard is the man holding the keys to our new Alfa. He tells me how the Veloce is proving a bit of a sales hit at Thames, with people chopping in BMW 3 Series to get one, while on the Jeep side of the showroom new customers are walking in through the door all the the mandatory coffee (Italian, of course) thrust into my hand, we chat about the new car. “You’ve gone for a stunning specification,” says James. He’s not wrong. I’m feeling distinctly smug about the newest member of the Auto Express fleet, knowing that the hours spent on the Alfa Romeo configurator have been worth Giulia is an attractive car to begin with, and the Veloce just adds an extra layer of desirability and glamour. “It’s a pretty car,” I reply in my best Italian accent and a shrug of the shoulders. My reference to the film The Italian Job is seemingly lost on those whose Italian is as bad as mine, ‘veloce’ means ‘fast’. As such, it sits one step below the 503bhp V6-engined Quadrifoglio, and is positioned as a model that’s easier to live with; think Mercedes-AMG C 43, Audi S5 and BMW 340i, and you won’t be too far off. But while six-cylinder engines power all those warm offerings, Alfa fits only a four-cylinder with a comparatively modest with chrome Veloce lettering on the front wings, the Giulia gets deeper front bumpers with larger air intakes, while at the back there’s a fatter bumper and two large chrome exhaust pipes either side of a cosmetic diffuser to set the sporty model the Veloce, the only real change is a pair of heavily bolstered sports seats and metal-look trim instead of the wood used in our previous diving into the options list has turned a £38,000 car into a £47,500 one. The first box to tick on the order sheet was the highly exclusive Misano Blue paint, at £695. I was keen to give our model a really sporting look, so the 19-inch diamond-cut alloys were a must, even if they were a steep £995. I was also keen on the Super’s yellow brake calipers – another £325 – and the electric sunroof at £1,250 was nice to have, especially with its contrasting black and photos complete, it was time for me to drive out of Thames’s showroom, leaving my old faithful Giulia Super behind. That car gave me six very happy months of motoring, but I hope the new one will be even more delightful.*Insurance quote from AA (0800 107 0680) for a 42-year-old in Banbury, Oxon, with three points.
Sports Exhaust. Yellow Exterior Accents. FEATURES. The Edizione Finale is limited to just 35 units nationally. This edition features a number of unique additions to enhance the already stylish exterior as well as the elegant interior. This final chapter will be inscribed in history and stand as the pinnacle of the Giulietta range. READY TO RUMBLE.
Produkowana od ponad 6 lat Giulietta udowodniła już, że Włosi potrafią zapanować nad usterkowością swoich aut. Gdy dodamy do tego piękne nadwozie, mocne silniki pod maską oraz świetne własności jezdne, kompaktowa Alfa Romeo teoretycznie staje się pierwszym wyborem miłośnika motoryzacji. A jak jest w praktyce, czy czas już na następcę czy może urodziwa Julia nadal wystarczająco olśniewa swoim blaskiem? Mówiąc szczerze, mam z tym autem duży problem, choć jestem – i chyba zawsze byłem – miłośnikiem włoskiej motoryzacji. A wszystko zaczęło się jeszcze za sterami Lancii Y, mojego pierwszego poważnego i świetnie wyposażonego auta. Lancia nie była idealna, miała mnóstwo wad i niedoróbek, ale po niej już żaden samochód, nawet Biały, czyli BMW e34 kombi, z którym ciężko mi się rozstać, nie wywoływał takich emocji. Żadnego nie traktowałem jak żywego organizmu, a Lancię tak i to mimo swoich częstych chorób, które bywały naprawdę upierdliwe. Lancia miała mieć u mnie dożywocie, ale niestety nieostrożny kierowca wjechał mi w tył, gdy ja stawałem przed karetką na sygnale i plany uległy zmianie… Wracając do rzeczy i problemu z Julką… Jak do niej wsiadam (a wsiadałem do niejednej już Giulietty) to przez pierwszą godzinę kompletnie nie mogę się do niej przyzwyczaić. Wszystko jest nie tak. Kierownica, pedały, ustawienie fotela względem innych przyrządów obsługujących jazdę. Dosłownie wszystko. Ale jak nią chwilę pojeżdżę, to nagle mnie olśniewa i już wcale nie chcę wysiadać. Giulietta Veloce, czyli piękna Miała nazywać się 149, blisko było też do nazwy Milano. Ostatecznie otrzymała imię kobiety – pięknej Julii. W opisywanej, najmocniejszej, 240-konnej wersji do tej pory na jej przednich błotnikach dumnie „prężyły się” koniczynki, które po ostatnim liftingu zastąpione zostały przez znaczki Veloce. Ten zabieg, i piszę o tym ze smutkiem, odebrał Alfie kilka punktów z zajebistości; no bo piękno pięknem, ale sportowy sznyt tych włoskich aut jeszcze długo będzie kojarzył się z koniczynką (patrzcie nowa Giulia Q), ale cóż – widocznie Włosi nie wiedzieli co zmienić. Chociaż ja miałbym dla nich kilka sugestii… I wcale nie chodzi o wygląd zewnętrzny. Alfa, mimo 6 lat na rynku, nadal jest jednym z najoryginalniejszych i najpiękniejszych kompaktów. Przód auta, podobnie jak w MiTo, nawiązuje do modelu 8C Competizione. Po ostatnim liftingu pojawiło się nowe Scudetto, czyli atrapa chłodnicy w kształcie litery V oraz przestylizowany dół zderzaka z czerwonym paskiem. Lekko zmieniono też lampy, ale ich „łezkowaty” kształt na szczęście pozostał niezmieniony. Patrząc na lekko ugładzoną „facjatę” Veloce, korekcja zmarszczek nie przypomina botoksu celebrytów. I dobrze. Nie wiem czy widzieliście przód nowej Octavii. Jeśli tak to zapewne rozumiecie jak łatwo wszystko popsuć jednym liftingiem. Włosi sobie na szczęście na to nie pozwolili. Boczna linia auta, szczególnie na pięknych 18-calowych felgach (opony 225/40) to dzieło sztuki. Lekkie przetłoczenia na wysokości przejścia błotników w drzwi dodają subtelności i szyku. Tył z dużymi, zachodzącymi na klapę światłami i dwiema rurami wydechowymi wychodzącymi z dyfuzora wygląda również świetnie. Giulietta z tej perspektywy jest naprawdę kompletna. Ta świetna perspektywa zmienia się jednak w środku. Sorry, ale nie kupuję tego ciemnego, przeciętnie poukładanego kokpitu. Tu naprawdę prosiłby się lifting. Dlaczego? Już tłumaczę. Grzechów jest kilka: za duża i nieporęczna kierownica (to, co pasuje do Wranglera, niekoniecznie sprawdza się w szybkim kompakcie), średnio intuicyjny system infomediów (wyglądem też nie zachęca do klikania), odstający ręczny (w pozycji spoczynku wajcha wisi bezwładnie w powietrzu), drobne niedoróbki przy montażu (tu coś skrzypnie, tam coś puknie)… No i ta wszechobecna czerń. Mówiliśmy o tym podczas testu >>>klik<<<, że Włosi przede wszystkim powinni rozweselić to wnętrze. Mamy kolejny lifting Giulietty i nadal kolorystyka w środku jest grobowa. Mnie to strasznie razi. Niby puszczono czerwoną nić, na froncie deski znajdziemy plastik przypominający karbon, ale… No właśnie. Oceńcie zresztą sami. Może ja jestem zbyt wybredny. Może żółto-szare wnętrze mojej Lancii za bardzo utkwiło mi w głowie. Może Alfa 159 sąsiada z krwistoczerwoną skórą i pięknymi aluminiowymi wstawkami tu i ówdzie za mocno rozpala moje zmysły. Może… Przejdźmy dalej. Ogromne, otulające ciało fotele świetnie wyglądają, ale w zakrętach nie oferują oczekiwanego podparcia. Zamontowano je też trochę za wysoko. W dodatku pasażerowie kanapy w zasadzie wyłączeni są z obserwacji drogi – fotele ograniczają całkowicie widoczność. Można powiedzieć, że to wszystko tylko detale, ale szybki kompakt za około 120 tys. zł (celowo nie używamy sformułowania hot-hatch) to nie tylko świetny wygląd zewnętrzny i duża ilość koni mechanicznych pod maską. To także styl, smak i nawiązania do motorsportu. I kogo jak kogo, ale Włochów stać na więcej. Dlaczego nie hot-hatch? 240 KM, 340 Nm, 6 sekund do setki. Brzmi dobrze, prawda? Owszem, na papierze i podczas przyspieszania osiągi Alfy wydają się iście sportowe. Do tego niezły układ kierowniczy, więcej niż przyzwoite zachowanie w zakrętach – Giuliettą jeździ się naprawdę fajnie. Mam jednak kilka „ale”. Po pierwsze zawieszenie, które jest zbyt miękkie i nie utwardza się nawet w trybie Dynamic układu DNA. Ma to oczywiście swoje plusy na co dzień, podczas jazdy po mieście czy autostradzie. Na torze czy w chwilach potrzeby poczucia adrenaliny, gdzieś na mazurskich krętych drogach, kierowca na pewno wolałby lepiej czuć to, co dzieje się pod autem. Druga sprawa to skrzynia biegów TCT. 6-biegowa, dwusprzęgłowa. Pasuje tu jak pięść do oka… Działa nieintuicyjnie, z wyraźnym opóźnieniem, czasami wręcz denerwuje przeciąganiem. Gdyby tu był manual… A tak, przez cały test jeździłem w trybie Dynamic operując skrzynią w trybie manualnym – do manetek nie mam zastrzeżeń. No i sprawa ostatnia, czyli system DNA, który nie ma kompletnie sensu. Tryby A i N robią z Giulietty tak bezpłciowe auto, że aż się robi przykro. Silnik i jego brzmienie to jednak ogromne atuty Alfy. Melodia płynąca z podwójnego wydechu jest kompletnie nienarzucająca się, ale barwna i przyjemna dla ucha. Silnik zużywa też w miarę przyzwoite ilości paliwa – średnio około 10 litrów/100 km. Nie powiem dokładnie, bo komputer w testowanym egzemplarzu został ustawiony tak, żeby przeliczać ilość kilometrów przejechanych na litrze bezołowiowej (…). Na autostradzie przy prędkościach 140-150 km/h pokazywał 7,4 km/l, a na dwustukilometrowym odcinku drogi międzymiastowej, przy jeździe z dozwoloną prędkością 90 km/h 11,5 km/l… Te 10 litrów biorę więc z danych po dotankowaniu pełnego zbiornika Pb95 na stacji benzynowej w Toruniu. Podsumowanie Z ciężkim sercem muszę to powiedzieć – Giulietta już bez koniczynki nie magnetyzuje tak jak 6 lat temu. Są od niej lepsi zawodnicy. Jest Peugeot 308 GTi, jest VW Golf GTi, a na rynku używanych – choćby Renault Megane RS. Nie kupiłbym jej, co nie zmienia faktu, że liczba wad nie przysłania zalet, w tym głównej – charakteru. Włosi nie robią nudnych samochodów. A pewne kontrowersje dodają przecież tylko pieprzu… Adam Gieras fot. Adam Gieras Fotomotografia Wygląd: (10 / 10) Wnętrze: (7 / 10) Silnik: (8 / 10) Skrzynia: (6 / 10) Przyspieszenie: (8 / 10) Jazda: (8 / 10) Zawieszenie: (7 / 10) Komfort: (8 / 10) Wyposażenie: (8 / 10) Cena/jakość: (6 / 10) Ogółem: (76/100) Giletta Veloce 1 1 Giletta Veloce 2 Giletta Veloce 3 Giletta Veloce 4 Giletta Veloce 5 Giletta Veloce 6 Giletta Veloce 7 Giletta Veloce 8 Giletta Veloce 9 Giletta Veloce 10 Giletta Veloce 11 Giletta Veloce 12 Giletta Veloce 13 Giletta Veloce 14 Giletta Veloce 15 Giletta Veloce 16 Giletta Veloce 17 Giletta Veloce 18 Giulietta Veloce 30 Dane Techniczne: Silnik: R4, benzynowy Pojemność: 1750 cm3 Moc: 240 KM KM/5750 obr./min. Moment: 340 Nm/ 2000 obr./min. Skrzynia biegów: automatyczna, sześciobiegowa 0-100 km/h: 6 sekund Prędkość max.: 242 km/h Napęd: na przód Pojemność bagażnika: 350l Cena ok: 119 000 zł
Radstand : 2250–2380 mm. Leergewicht : 750–915 kg. Nachfolgemodell. Alfa Romeo Baureihe 105/115. Die Alfa Romeo Giulietta (750/101) ist eine Modellreihe des italienischen Automobilherstellers Alfa Romeo, die von Anfang 1954 bis Ende 1964 hergestellt wurde. Das interne Typenkürzel lautet anfangs Tipo 750 und ab dem Jahr 1959 Tipo 101.
The Alfa Romeo Giulietta’s lineage is strong: Alfa Romeo’s 100 years have produced some truly magnificent cars, many pre-war when it was a high-end, blue-blooded marque. Even the post-war period, when Alfa Romeo became a mid-market premium brand, saw some triumphs too. The company turned more affordable still with the standard-setting 1971 Alfasud, the Giulietta’s lineal ancestor that would be succeeded by the 33 (the highest selling Alfa ever), the 145/146 and the 147. The Giulietta name made its debut in 1954, on an exquisitely pretty coupé that was a precursor to the ’55 Giulietta saloon. The Giulietta is a vital model for Alfa Romeo, whose annual global sales had sunk to little more than 100,000 units before the Alfa Romeo Mito supermini’s arrival, a financially unviable number. And the Giulietta’s so-called Compact platform is equally crucial to Fiat Auto as a whole, as it is providing the basis for mid-market Fiat, Lancia, Chrysler, Dodge cars and numerous spin-off models. So it needs to be good. The Giulietta – and most of those siblings – will compete in the biggest segment in Europe and, if it succeeds, form the bedrock of Alfa’s business.

Używana Alfa Romeo Giulietta – sytuacja rynkowa, ceny. 10-letnie, bezwypadkowe Giulietty z silnikami 1.6 JTDM lub słabszymi 1.4 TB kosztują ok. 20-25 tys. zł. By cieszyć się z osiągów mocniejszych wersji musimy dopłacić 5-10 tys. zł. 32 tys. zł to absolutne minimum na samochód po modernizacji (42 tys. zł – po drugim liftingu).

For a brand steeped in history, Alfa Romeo has had a rough trot of late. After years in the wilderness with a pair of hatchbacks and nothing else, the Giulia sedan was meant to be the car that finally propelled Alfa back into contention with the all-conquering Germans, backed by the Stelvio SUV built on the same platform. Problem is the Giulia was a class leader from behind the wheel, but it was afflicted with a range of niggles that undermined its appeal as a mainstream alternative to the BMW 3 Series and Mercedes-Benz C-Class at launch. That’s where the update you see here comes in. Not much has changed on the outside, but the 2021 Giulia has been treated to a raft of detail changes designed to make it nicer to sit in, easier to drive on the highway, and more appealing to tech heads. Has Alfa Romeo managed to polish away the rough edges, and created a car that can be recommended caveat-free in the process? How much does the Alfa Romeo Giulia Veloce cost? Pricing for the updated Giulia Veloce starts at $71,450 before on-road costs, or around $78,000 once on-road costs are factored in. Options fitted to our car included a 14-speaker Harmon/Kardon sound system ($1255) and a dual-pane sunroof ($2255) that slashes headroom inside. Avoid it if you’re tall or enjoy wearing a top hat behind the wheel. That makes it $8100 more expensive than the base Giulia Sport, and puts it into battle with the BMW 320i ($69,900 before on-roads) despite packing an engine and equipment list more in keeping with the more expensive 330i. It also undercuts the Mercedes-Benz C300 ($77,400 before on-roads). Once a rear-drive challenger for the driver’s sedan crown, the Jaguar XE is now all-wheel drive only and priced at $69,900 drive-away in R-Dynamic Black trim. Alfa Romeo charges an additional $1355 for metallic paint, or $2755 for its two tri-coat special finishes. What do you get? For starters, the Giulia is the prettiest mid-sized sedan on the market. Even the base model is classically beautiful in a way the teutonic BMW 3 Series and Audi A4 (and droopy Mercedes-Benz C-Class) aren’t from the outside, aided in no small part by the 19-inch telephone dial wheels standard on the Veloce. Finished in gunmetal grey, they’re impressively spindly and barely conceal the red brake calipers hiding behind them. In other words, they’re perfect. As part of the 2021 upgrade, Alfa Romeo has standardised more equipment including heated, powered front sports seats trimmed in leather, a heated and leather-wrapped steering wheel, adaptive cruise control with traffic jam assist, adaptive high beam, and wireless phone charging. Also standard is a new steering wheel design and keyless entry with push-button start. The big upgrade is undoubtedly the infotainment touchscreen, which has wired smartphone mirroring and is controlled by a new rotary dial on the transmission tunnel. It’s running new software which bears more than a passing resemblance to BMW iDrive which is no bad thing. Between the dials is a colour trip computer with a digital speedo, but there are no digital dials – nor is there a head-up display, a feature becoming common on European rivals. Also missing are full-LED headlights, with Alfa Romeo instead opting for more power-hungry bi-xenon illumination on the Veloce. Moving to the Veloce also gets you adaptive suspension, a bodykit that largely apes that of the fire-breathing Giulia QV, dual exhaust tips, a leather-trimmed dashboard, and heated rear seats. The rear limited-slip differential is carried over from the Giulia Sport, too. Is the Alfa Romeo Giulia safe? The Giulia wears a five-star rating from ANCAP based on testing carried out by Euro NCAP in 2016. It scored 98 per cent for adult occupant protection, 81 per cent for child occupant protection, 69 per cent for pedestrian protection, and 60 per cent for safety assist. Along with dual front, side chest and curtain airbags, the Giulia range features the following active safety technology: Autonomous emergency braking with pedestrian and cyclist detection Adaptive cruise control with traffic jam assist Lane-keeping assist Blind-spot monitoring Traffic sign recognition Driver attention monitoring What is the Alfa Romeo Giulia like on the inside? Alfa Romeo hasn’t messed with the layout of the Giulia too much for 2021, which means it’s still handsome and logically set out. The detail changes are aimed at making the car feel higher quality than before, and they’ve mostly succeeded. For starters, the redesigned transmission tunnel is a step forward from the pre-update car with a cleaner layout and redesigned controller for the infotainment system. It’s better than before, but it still feels a bit plasticky and toy-like compared to the unit in the BMW 3 Series. Same goes for the DNA drive mode selector and volume knob, neither of which feel particularly solid. The same again goes for the climate controls which, although sensibly set out and within easy reach, lack the clack-clack precision of the dials in the Audi A4. And don’t get me started on the transmission lever, which could have been designed by Logitech. What the Germans can’t match is the tactility of the paddles in the Giulia. They’re giant metal units seemingly nicked from the Ferrari parts bin, and have a beautiful action to them. They’re also cold to the touch when you start the car, something you can’t say about the short-throw plastic paddles common on almost everything German. Also neat is the fact the starter button is integrated into the steering wheel, also like a Ferrari. You won’t forget the Giulia is Italian in a hurry, especially if you opt for the tan or red leather interior option. Which you should, by the way. Black is boring. Driver and passenger sit in ribbed, nicely bolstered sports seats complete with the Alfa Romeo crest emblazoned on their headrests. They’re excellent, blending long-trip support with enough (adjustable) bolstering for when you’re feeling a bit racy. The fact they’re heated is nice as well, although it wasn’t particularly relevant to our week with the car over summer. If you’re tall, steer clear of the sunroof. I realise six-seven isn’t normal height, but my hair was rubbing the roof lining in our tester. Tall buyers also need to beware of the door pillar positioning. With the seat slid all the way to the rear of its runner, the B-pillar of the car is in line with your hip which makes getting in and out harder than it needs to be, especially in tight shopping centre carparks. Jeremy Clarkson joked about it in The Grand Tour, but in the real world the Giulia is far harder to get into and out of than it needs to be. With dual cupholders, a decent storage bin under the dashboard, a spacious central armrest, and an ingenious design for the wireless charger under the armrest, the Giulia isn’t short on storage space. Alfa has made big strides when it comes to technology. Although the infotainment system in the pre-update Giulia was functional, there was no touchscreen capability and its graphics were basic at best. The new system looks far better than before, and is arguably easier than MBUX or BMW to pick up and use straight away. Purists will also like the fact Alfa Romeo has stuck with its traditional hooded dials in place of a fashionable digital cluster. For me they’re perfect, but some will miss the tech-heavy cool factor that comes with the brilliant Virtual Cockpit in the latest Audi range. Things aren’t so rosy in the back, where legroom is limited and headroom is severely compromised by the dual-pane sunroof. The fact there are vents, USB ports, and heated outboard seats is nice, but getting the same amount of space offered in a BMW 3 Series would be nicer. Boot space is 480L with the rear seats in place. Unusually, the interior boot release button is tiny and hidden right down by the driver’s right shin. Wouldn’t it make more sense to put it somewhere prominent? What’s under the bonnet? Power in the Giulia Veloce comes from a turbocharged four-cylinder petrol engine with 206kW and 440Nm, sent to the rear wheels through an eight-speed torque converter from ZF. The 100km/h sprint takes a claimed seconds, and Alfa Romeo fits a limited-slip differential standard to help put that power to the road when you’re really having a crack. Claimed fuel economy is on the combined cycle, although we saw closer to with a skew to highway miles. How does the Alfa Romeo Giulia Veloce drive? There wasn’t much wrong with how the Giulia drove pre-update, and there’s not much wrong with it after its mid-life refresh. As cars like the BMW 3 Series, once held up as the high watermark for rear-wheel drive sedans, have become fatter and softer with age, Alfa Romeo has made driving dynamics a clear focus. That’s immediately clear from behind the shapely steering wheel. The steering is light and immediate, and feels almost hyperactive if you’re not attuned, while the brake pedal is sharp at the top end and requires a gentle touch in town. With that said, the brake pedal in the latest Giulia is easier to modulate than the wooden dead pedal in the base turbo-diesel rental I sampled in Switzerland just after launch. Once you’re dialled in the quick, light controls make the Giulia feel more purposeful to drive than the BMW 3 Series or Audi A4, even if you’re just ducking down to the shops. Up the pace and the Giulia feels light on its feet, darting into corners with a flick of the wrist and displaying a classic rear-drive balance once you’re there. There’s just a hint of roll before it settles on its outside rear tyre, at which point the driver can squeeze the throttle and revel in the grip on offer. Understeer? You have to be stupid to find it. Oversteer? Flick the Giulia into a roundabout and mash the throttle and the tail comes into play, but it’s never scary or lairy. For the most part, the focus on handling hasn’t hurt the Giulia in town. The ride is generally good, although the 19-inch alloy wheels can crash and bash into sharper bumps with less refinement than they perhaps really should. Backing up the excellent chassis is a smooth, zingy engine that almost instantly justifies the Veloce’s premium over the entry-level Giulia Sport. There’s just a hint of lag off idle, but once the shapely tachometer sweeps past around 2000rpm it pulls smoothly and strongly, with the sort of verve not necessarily associated with small, turbo’d engines. If there’s a weak point it’s the start/stop system, which rips the heart out of the air-conditioning system when active and fires with more of a burst than is expected of a luxury car. You can’t blame the transmission, which is an excellent eight-speed unit from ZF. It’s almost always in the right gear, and responds quickly to the paddles when you’re in the mood to take charge. The claimed 100km/h sprint time seems about right, and puts the Giulia on a par with the BMW 330i for performance. In the real world it’s all the punch you’ll ever need – although more engine noise would be welcome in the Giulia’s most aggressive Dynamic mode. While we’re talking drive modes, Alfa deserves endless praise for allowing owners to flick into Dynamic, with its sharper throttle and gearbox tunes, but dial back the adaptive dampers to their softer setting like a Ferrari. After all, not all driving roads are smooth. Dynamic makes the transmission a bit hyperactive for day-to-day use, and Adaptive slips the throttle pedal a Zanax and sings it a lullaby to settle it down, so the default Normal mode is best for commuting. Despite Alfa Romeo fitting staggered, low-profile Pirelli P-Zero performance tyres for 2021, the new Giulia doesn’t fall into the Euro trap of being dead silent on recently resurfaced roads and shouting at the top of its voice on the coarse chip highways common in rural Australia. Also clear on the highway is the fact Alfa Romeo has clearly put some serious time into tuning its semi-autonomous driver assists. The adaptive cruise is silky smooth, and the active steering assist is just that – an assist. Unlike some systems, which try to wrest the wheel from your hands at the first hint of a corner, the system in the Giulia is far more subtle. You barely notice it’s there, but it will take charge when required… which is exactly the point. How much does the Alfa Romeo Giulia Veloce cost to run? Alfa Romeo hasn’t made the leap to a Mercedes-rivalling five-year warranty, instead sticking with its three-year, 150,000km coverage in Australia. Maintenance in the Giulia Veloce is required every 15,000km or 12 months, which ever comes first, and service costs are capped at $2865 over the first five years of ownership. CarExpert’s take on the Alfa Romeo Giulia Veloce Some of the rough edges have been smoothed, but recommending the Giulia still comes with a few caveats. Given the Jaguar XE is no longer available with rear-wheel drive, it’s the best mid-sized premium sedan to drive… but the ride can be quite firm. The interior is better than before and the technology is a big step forward… but it’s still not as tactile as the Germans behind the wheel, and rear seat space is average at best. If you can’t look past those flaws, there are plenty of German and British rivals that will suit you better. They might be a bit more boring, but there’s nothing wrong with being practical. If you think with your heart instead of your head, or prioritise handling above all else, then it’s hard to look past the Giulia Veloce. It’s barely more expensive than the entry-level Sport and packs a much healthier punch, and there’s no denying its kerb appeal. We’re still looking forward to the day we can recommend an Alfa Romeo without caveats, but the Giulia Veloce is a mighty fine sports sedan in the meantime. MORE: Alfa Romeo Giulia news and reviewsMORE: Everything Alfa Romeo
The new top version of the Alfa Romeo Giulietta no longer goes by the name 'Quadrifoglio Verde'. The new 2017 Giulietta models are called: Giulietta, Giuliet

What is it? A diesel Alfa is always going to be a tricky concept to pull off. Like introducing ketchup to your Sunday roast, one might be desirable, the other delectable, but that gives no guarantee that a confection of the two will work. Happily and as we have already reported, with its new Giulietta Alfa Romeo appears to have tracked down and recovered sizeable chunks of a mojo that had been missing for so long many, ourselves included, feared it dead. And the good news is that for once not even compression ignition can spoil the fun. What's it like? I’m not going to say its 168bhp turbo-diesel motor actually adds to your enjoyment, because the standard it must meet is set by it’s no less powerful turbo-petrol brother which is sweeter, sharper and quieter by far. But nor does it detract from the driving experience sufficiently for its only justification to be circumstance rather than choice. Partly this is because the rest of the car is so unexpectedly good. Diesel power puts a further 30kg just where you don’t need them over the front wheels, but this remains a suitably engaging Alfa to run up an Italian mountain or, I have no doubt, down a British B-road. Its ride quality is just as startlingly impressive, its steering as lucid as any all-electric, system charged with turning driven wheels as you’ll find. You can convince yourself its turn-in is a little less incisive, but this is a matter of degrees. Compared to a 147, it remains miraculous. Yet even a diesel engine as effective as this one would still seem a little out of place in any Alfa Romeo, and in one as otherwise sophisticated as the Giulietta, the inherent limitations of Rudolf Diesel’s invention are perhaps all too clear to see. Principally, the motor is too noisy, both under load and at a gentle cruise. It’s not a deal-breaker but if you are wedded to the idea of the diesel, can we recommend not test-driving the just to confirm your decision? Otherwise you might just find the diesel’s ability to travel 12 extra miles for every gallon while emitting 10 fewer grammes of CO2 for every kilometre poor recompense for Alfa’s best four-cylinder motor since another Rudolf, this one called Hruska, penned a magical little flat-four and installed it in the Alfasud nearly 40 years ago. Like all good diesels, this one can deliver peak torque soon after idle and exercise steely control on the gradient of the curve all the way to peak power, making the gearbox’s six evenly stacked ratios a marketing rather than an engineering imperative. But there is no joy in this motor and if I can briefly compare it to the best of the best, BMW has not only found out how to liberate much more power from the same capacity, it has done so with considerably better manners too. Should I buy one? In summary, it’s fair to say the diesel Giulietta (at least this diesel Giulietta, for there is a 103bhp version yet to be driven) comes close to greatness despite rather than because of this engine. It is ketchup, when what you really want with something as tasty as this is mustard.

As of October 2022, the Alfa Romeo Giulietta has an above-average reliability rating of 61%, according to warranty data provided exclusively to us by our commercial partner, MotorEasy. This is good news if you are considering a used Giulietta. Although we don’t have a huge number of data points yet, the average repair cost for the Giulietta
Before the Second World War, Alfa Romeo’s racing program brought a steady influx of trophies into the company case, but the post-conflict reality dictated ch
1318 posts · Joined 2008. #1 · Dec 16, 2009. I have been looking for some time now for a listing of the number of Giuliettas built each year, with a breakdown of each type (Sprint, Sprint Veloce, Spider, Spider Veloce, SS, and SZ). The only place I find anything like this is on Veloceregistar.net at Veloce Information Where the number of
Der Preis beträgt 2.100 Euro, die Schaltwippen sind ab der „Super“-Ausstattung inklusive. Die restlichen Antriebe der Giulietta hat Alfa im Zuge des Facelifts nicht angetastet. Bei den Benzinern überspannt die Leistung ein Spektrum von 120 bis 240 PS, wobei nur der Topmotor mit einem Turbo aufgeladen wird.
Precios del nuevo Alfa Romeo Giulia 2023, la berlina italiana se pone al día. El nuevo Alfa Romeo Giulia 2023 está listo para iniciar su asalto a los concesionarios españoles. La renovada
44508 posts · Joined 2005. #3 · Aug 19, 2020. Goodyear Eagles Assymetrics suit the Giulietta very well, they are not too expensive for premium tyres either. BMW M140i, VW Golf GTI Performance. Gone but not forgotten 145 QV x3, 146Ti x3, 156 2.0TS x 2, 156 V6 x2 GTV V6 x2, 164 V6 x2, Spider 2.0TS, Giulietta.
Alfa Romeo says there's a new insert for the signature V-shaped grille, but you'll have to squint to spot the difference. More noticeable is the new 12.3-inch reconfigurable digital gauge display
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