conaero
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Consider the words of Sergio Marchionne, Fiat's chief executive, at this January's Detroit Auto Show, when he announced the indefinite postponement of Alfa Romeo's return to the United States. We asked if Alfa will ever go back to the country where Dustin Hoffman drove the Duetto in The Graduate.
"A good launch for the Giulietta," Marchionne said, "and we might consider it." It's no idle boast to say the future of the company swings on this car's handsome wheel arches.
What exactly is a "good launch"? One insider confides it's about 100,000 cars a year in Europe, so no pressure there, then.
The chassis looks promising and provides clues as to why this car has such a weight of expectation. Of its predecessor 147 model there is only small beer left: the floorpan, footboards and a modified centre tunnel. The rest is new, including the multi-link independent rear suspension, which allows it into an exclusive club of C-segment cars with independent rear ends that includes the Ford Focus and Volkswagen Golf.
The rolling chassis weighs about 1,221lb, which is less than the 147. Alfa is also claiming best-in-class noise levels and compliance with safety legislation across the world. And there is a new electronically assisted steering rack, a choice of three petrol engines and two diesels, with power outputs ranging from 105bhp to 235bhp, with the range-topping 1750 TBi petrol engine delivering 235bhp. All are Euro 5 emissions-compliant, with Start&Stop systems as standard, and drive the front wheels via six-speed manual transmissions.
What most of us want to know is whether Alfa has at last got the message and built a sleek and sporty car that doesn't extract extra payment in poor reliability or resale values.
Initial impressions are good, with a dramatic front end, heavily sculpted sides and a welcome return to the disguised rear door. While the hatchback load lip is high and access to the rear seats is cramped, once you are inside there's a surprising amount of space. The payoff is stunning coachwork with sensuous muscularity, like a coal shovel designed by Dolce & Gabbana.
Climb in and there's plenty that's familiar. The four-dial dashboard binnacle with its sans serif lettering, the mad toggle switches and the way the steering column stalks feel slightly hollow, are all from Alfas of old. I like the centre display with its red lettering, the rotary heat and ventilation controls and the way the dashboard stretches out sideways, which is a charming historical allusion. The seats are comfortable, though the pedal spacing on left-drive cars is hopeless.
Two of the petrol engines are turbocharged units based on the old four-cylinder 1.4-litre Fiat Fire unit. The 120bhp standard version is short on pulling power and not one you would choose as the Multiair unit is more powerful and economical.
The 170bhp Multiair engine is the pick of the range, with a warbling idle that speaks of engineers who spend time watching motorsport. It's powerful and, on paper, economical. I drove the 170bhp two-litre turbodiesel and very fine it was, too.
Refined and quick, with good road manners, I reckon it could vie for the top model in Britain. The new six-speed gearbox is a delight, with a swift change, but a clearly defined gate, which, unlike Alfa gearboxes of yore, actually changes in the pattern shown on the gear knob.
On an all-new chassis you would expect the new car to ride well and it does. Though the set-up is stiff, bump absorption is supple, but Britain's cart tracks are going to test that. Body roll is well controlled and the car feels positive and comfortable, if occasionally noisy.
The handling is even better, with a chassis fluency that flows movement into the corners yet retains the impression of agility. The steering isn't full of feel in the sense that it tells you about the available grip, but there's no lost movement. The car tracks nicely through bends and you can feel the suspension working for you, but if you do get it wrong, the DNA system keeps you on the road without destroying all the fun.
On first acquaintance, I like it, but as always with Alfa there's so much more to the love affair than the first date.
"A good launch for the Giulietta," Marchionne said, "and we might consider it." It's no idle boast to say the future of the company swings on this car's handsome wheel arches.
What exactly is a "good launch"? One insider confides it's about 100,000 cars a year in Europe, so no pressure there, then.
The chassis looks promising and provides clues as to why this car has such a weight of expectation. Of its predecessor 147 model there is only small beer left: the floorpan, footboards and a modified centre tunnel. The rest is new, including the multi-link independent rear suspension, which allows it into an exclusive club of C-segment cars with independent rear ends that includes the Ford Focus and Volkswagen Golf.
The rolling chassis weighs about 1,221lb, which is less than the 147. Alfa is also claiming best-in-class noise levels and compliance with safety legislation across the world. And there is a new electronically assisted steering rack, a choice of three petrol engines and two diesels, with power outputs ranging from 105bhp to 235bhp, with the range-topping 1750 TBi petrol engine delivering 235bhp. All are Euro 5 emissions-compliant, with Start&Stop systems as standard, and drive the front wheels via six-speed manual transmissions.
What most of us want to know is whether Alfa has at last got the message and built a sleek and sporty car that doesn't extract extra payment in poor reliability or resale values.
Initial impressions are good, with a dramatic front end, heavily sculpted sides and a welcome return to the disguised rear door. While the hatchback load lip is high and access to the rear seats is cramped, once you are inside there's a surprising amount of space. The payoff is stunning coachwork with sensuous muscularity, like a coal shovel designed by Dolce & Gabbana.
Climb in and there's plenty that's familiar. The four-dial dashboard binnacle with its sans serif lettering, the mad toggle switches and the way the steering column stalks feel slightly hollow, are all from Alfas of old. I like the centre display with its red lettering, the rotary heat and ventilation controls and the way the dashboard stretches out sideways, which is a charming historical allusion. The seats are comfortable, though the pedal spacing on left-drive cars is hopeless.
Two of the petrol engines are turbocharged units based on the old four-cylinder 1.4-litre Fiat Fire unit. The 120bhp standard version is short on pulling power and not one you would choose as the Multiair unit is more powerful and economical.
The 170bhp Multiair engine is the pick of the range, with a warbling idle that speaks of engineers who spend time watching motorsport. It's powerful and, on paper, economical. I drove the 170bhp two-litre turbodiesel and very fine it was, too.
Refined and quick, with good road manners, I reckon it could vie for the top model in Britain. The new six-speed gearbox is a delight, with a swift change, but a clearly defined gate, which, unlike Alfa gearboxes of yore, actually changes in the pattern shown on the gear knob.
On an all-new chassis you would expect the new car to ride well and it does. Though the set-up is stiff, bump absorption is supple, but Britain's cart tracks are going to test that. Body roll is well controlled and the car feels positive and comfortable, if occasionally noisy.
The handling is even better, with a chassis fluency that flows movement into the corners yet retains the impression of agility. The steering isn't full of feel in the sense that it tells you about the available grip, but there's no lost movement. The car tracks nicely through bends and you can feel the suspension working for you, but if you do get it wrong, the DNA system keeps you on the road without destroying all the fun.
On first acquaintance, I like it, but as always with Alfa there's so much more to the love affair than the first date.