Alfa Romeo will bring the all-new Tonale subcompact luxury crossover SUV to market later this year, providing a much more affordable entry-level gateway for the premium Italian brand. The Tonale looks…

New 2023 Alfa Romeo Tonale promises to spice up subcompact luxury SUV market

The 2023 Alfa Romeo Tonale Veloce (European-spec) showing its high-speed stuff on the test track.
Available early next year, the 2023 Alfa Romeo Tonale, shown here in European-spec Veloce trim, will add some serious performance spice to the Canadian market.

Alfa Romeo will bring the all-new Tonale subcompact luxury crossover SUV to market later this year, providing a much more affordable entry-level gateway for the premium Italian brand.

The Tonale looks like a modernized version of the Alfa Romeo Stelvio, albeit shrunken down to fit its more economical subcompact luxury crossover role. It builds on the Stelvio’s sleek lines with sharper cut LED headlamp clusters, a similarly shaped version of Alfa’s trademark deep “V” grille at centre, an aggressive yet clean lower front fascia, plenty of muscular bulges across the hood and fenders, protruding side skirts, and bright tri-element LED taillights at back, with a de rigueur centre light strip stretching across the middle.

Traditional Alfa Romeo styling helps tie glorious past to practical present

The 2023 Alfa Romeo Tonale Veloce (European-spec) looks good at highway speeds.
The new Tonale should appeal to those looking for higher-end luxury and performance in the lower-end subcompact luxury SUV segment.

It gets a tidy little rooftop spoiler up above and blackened diffuser-style lower rear bumper too, not to mention a sexy set of classic circular cut-out Alfa Romeo rims shod in low-profile performance rubber to each side, these likely designed for a top-line trim, thus few onlookers will be turned off by its overall styling.

No doubt, if the Tonale is anything like the Stelvio, the smaller SUV’s interior will be made from top-notch materials, with its infotainment system a high-grade bit of kit too, whereas the dash and front seats certainly look well-designed, so it appears to be a recipe for success, right? Not so fast, amico.

Alfa promises the subcompact luxury crossover category’s best performance

The 2023 Alfa Romeo Tonale Veloce (European-spec) parked indoors.
The Tonale’s rear design is sharp, attractive and modern, while its wheels are classic Alfa Romeo.

Before delving into a business case for a new model like the Tonale, its performance might cause some to quite literally stir in their seats. Two power units were introduced at the SUV’s debut, starting with a 2.0-litre turbocharged four-cylinder as part of the Tonale Q4 AWD, which puts a best-in-class 256 horsepower and 295 lb-ft of torque down to pavement through a state-of-the-art nine-speed automatic transmission actuated by optional fixed aluminum shift paddles (fixed paddles are optimal for performance driving), plus it features fuel-saving engine stop-start technology that helps meet super-ultra-low-emissions 30 (SULEV 30) standards.

Secondly, the Tonale PHEV Q4 AWD incorporates a much smaller 1.3-litre turbocharged four-cylinder engine and a six-speed automatic transmission with a plug-in hybrid drive system featuring a 15.5-kWh lithium-ion battery and a 90-kW e-motor, resulting in another best-in-class horsepower rating of 272, not to mention a pure-electric range of more than 48 kilometres.

The Tonale will provide the subcompact class’ best handling bar none

Check out the LED taillights on the new 2023 Alfa Romeo Tonale Veloce (European-spec).
The new Tonale’s wide stance goes a long way to aiding its best-in-class handling, although its what’s underneath that shines.

Alfa Romeo optimizes the driving experience for both power units with their D.N.A. drive mode system that provides the options of “Dynamic” (or “Dual power” with the PHEV), “Natural,” and “Advanced Efficiency” selections. Unlike most in this class, DNA is a fully integrated driving application that optimizes both “manoeuvring and performance,” said Stellantis, Alfa Romeo’s parent company, in a press release, or in other words, the Tonale’s drive mode system won’t only enhance engine performance, but also adjust the suspension for best-in-class handling.

To assist with the latter, Alfa offers an available “Dual Stage Valve” active suspension system with electronically controlled damping, with the comfort setting providing a softer, more compliant ride, and the sportier mode stiffening the ride for “ultimate cornering ability and better body control under spirited driving conditions.” Such upgraded Tonale models even offer an ESC Off drive mode for treading a bit farther down the unbeaten path.

Steering and braking should be sports car-like

Stunning new "Trefoil" grille and LED headlamp clusters on the 2023 Alfa Romeo Tonale Veloce (European-spec).
The new Tonale’s “Trefoil” grille will pull at the heartstrings of the brand’s longtime fans, while its new LED headlamp clusters give a hint to the SUV’s high-tech capabilities.

No matter the Sprint or Veloce trim level chosen (two will be offered at launch), all Tonales benefit from “sports car-like impeccable dynamic behaviour, proven by the best weight distribution and the most direct steering in its segment (13.6:1 ratio),” while base models ride on a fully independent MacPherson strut suspension system featuring Frequency Selective Damping (FSD) shock absorbers. Additionally, stopping performance is optimized by a Brembo-made segment-exclusive Integrated Brake System (IBS), which boasts fixed calipers clamping down on four-piston self-ventilated discs up front and full rotors at the rear.

Stopping power and emergency handling will be automatically assisted by Level 2 autonomous driving capability too, but don’t worry, Alfa Romeo promises the Tonale’s comprehensive advanced safety and convenience features won’t negatively interfere with the Tonale’s driving experience. Key features include Intelligent Adaptive Cruise Control (IACC), Lane Centering (LC) and Traffic Jam Assist (TJA), Automatic Emergency Braking, Driver Attention Assist, Blind Spot Detection, Rear Cross Path Detection, and a high-resolution, 360-degree parking camera featuring dynamic gridlines.

Business case for the new Alfa Romeo Tonale

Check out the new 2023 Alfa Romeo Tonale Veloce (European-spec) alloy wheels.
Alfistis the world over will drool over the new Tonale’s classic alloy wheels.

The Tonale’s impressive performance will no doubt give it an edge over competitors when consumers weigh its pros and cons, as will its long list of safety, convenience, and luxury features, plus the SUV’s obvious good looks, but it will first need to get on Canadians’ radar, which will need an innovative and/or costly marketing campaign if the Italian brand doesn’t want to experience the same lacklustre results as other lesser-known manufacturers have weathered in this entry-level segment.

Despite most analysts’ initial take that this subcompact luxury crossover SUV segment would become the new gateway for premium automakers to pull in upwardly mobile buyers from the ranks of mainstream volume brands, such hasn’t always been the case. Not including the upcoming Tonale, there are current only 12 models in contention, while a 13th, Infiniti’s QX30, gave up on the segment in 2019 after just three model years of production.

In comparison to the larger compact luxury SUV segment, where there’s well over 20 rivals when factoring in varying body styles, not to mention the mid-size luxury SUV category that includes even more challengers, luxury brands are mostly staying away from the subcompact SUV class. This could potentially help the Tonale get noticed, albeit by a much smaller buying base.

Subcompact luxury SUV sales are lower than those in the larger compact segment

The new 2023 Alfa Romeo Tonale Veloce (European-spec) model's LED taillights look sharp.
The new Tonale’s LED taillights are particularly attractive due to their understated elegance and de rigueur centre light strip.

When factoring in potential sales numbers, it kind of makes sense why luxury manufacturers have opted out of this segment, or at least it does when looking at the yearly results early adopters have experienced. Last year, the subcompact luxury SUV sales leader was Buick (positioned as an entry-level luxury brand) with 8,861 deliveries of its Encore and slightly larger Encore GX, followed by Audi with 7,667 Q3 sales. It should be noted, the German brand had the most single-model sales (and is considered a true luxury brand), so therefore can be considered the number one seller in this category, depending on the way you slice it up. The Q3 also had its best sales tally ever, plus it was up 28.9 percent from 2020.

Before looking at the rest of the subcompact luxury SUV segment’s sales, consider that Audi’s Q5 sold 9,968 units across Canada in 2021, and that wasn’t a particularly good calendar year compared to 2018 when the compact luxury SUV found 11,952 buyers. Both numbers made it tops in its class, with the next-best-selling Acura RDX finding 7,976 takers last year, BMW pulling in 7,506 buyers for its X3 (and another 1,564 for its X4 resulting in 9,070 units overall), Lexus with 7,283 for its NX, Mercedes with 6,887 for its GLC, Volvo’s XC60 at 3,397, Infiniti’s QX50 at 2,158, Jaguar’s F-Pace at 1,428, Land Rover’s Range Rover Velar at 1,255, Land Rover’s Discover Sport at 707, etcetera. Keep these numbers in mind when seeing these brands’ subcompact sales numbers below, with only Buick’s Envision doing worse than its two Encore models, at 4,292 units.

Car enthusiasts everywhere respect and appreciate the legendary Alfa Romeo badge.
Does the new Tonale have what it takes to stand out amongst competitive subcompact luxury SUVS from more well-known brands?

The “domestic” American (and Chinese) brand’s smaller Encore sold just 1,902 units in 2021 for eighth place in the subcompact class, which was a drop of 71.4 percent after 6,650 units sold last year, not to mention a shocking 82.1 percent fewer unit-sales than achieved at its 2018 height of 10,637 deliveries, despite a redesign last year. The Encore GX has clearly taken over the tri-shield brand limelight, with 6,959 deliveries last year, for 37.9 percent year-over-year (YoY) growth. Altogether, the two models gave Buick a total of 8,861 deliveries in this category last year, more than doubling the sales results of its compact luxury SUV offering.

Volvo and Lexus are growing their subcompact luxury SUV market share

Check out the 2023 Alfa Romeo Tonale Veloce (European-spec) model's fabulous cockpit.
The 2023 Tonale Veloce (European-spec) interior looks plenty luxurious, with a serious nod toward performance.

Third-place Volvo grew its XC40 sales by 46.2 percent to 3,296 units last year, while the fourth-place Lexus UX found almost as many buyers at 3,284 unit-sales, increasing its numbers by 30.3 percent, and showing there’s still opportunity in this segment, despite long-time competitors like BMW’s fifth-place X1 growing YoY sales of 2,602 units by 9.1 percent, but actually seeing this tally tumble by 57.5 percent since its 2017 high.

Mercedes-Benz could be considered third-most successful in this category, due to 5,190 GLA and GLB deliveries last year, which is a YoY gain of 46.8 percent, although model-to-model the two-years-young GLB-Class came in sixth with 2,773 unit-sales thanks to 56.2 percent growth, and the long-running GLA-Class seventh with 2,417 deliveries and 37.4 percent increase in YoY sales, although that number represents a 45.1-percent downgrade from its high of 4,400 units in 2016.

Most luxury brands are struggling in the less profitable subcompact SUV class

Close up of the primary instrument cluster in the 2023 Alfa Romeo Tonale Veloce (European-spec).
The new Tonale Veloce (European-spec) sports plenty of digital interfaces.

While calendar year 2021 was one of the slowest years for the ninth-place Mini Countryman, with just 1,541 units down Canadian roads, sales only fell by 5.9 percent, while overall it’s been a pretty steady seller, only ever reaching a maximum of 2,479 deliveries in 2018, but no doubt the BMW-owned subsidiary would love to increase this number by the 37.8-percent it’s fallen from since then.

Land Rover’s Range Rover Evoque didn’t fare as well as the Countryman last year, placing 10th in the segment due to 1,177 deliveries that resulted in a 16.5-percent downturn from last year’s sales, and a 32.1-percent drop since its 1,734-unit high in 2017, but it sold better than BMW’s 11th-place X2 that only found 903 buyers through all of 2021. Still, that number grew after a particularly bad 2020, but this said its sales have fallen 51.3 percent since its first-year high of 1,856 units. The X2 contributes to BMW’s fourth-place brand results of 3,505 units (plus 10.4 percent YoY), however, not to mention BMW Group sales (including Mini) of 5,046 units (down 37.5 percent YoY), which easily surpassed Mercedes’ total in 2020.

Infiniti’s QX30 and Jaguar’s E-Pace should cause Alfa and its Tonale to pause

Check out the seats inside the 2023 Alfa Romeo Tonale Veloce (European-spec).
The seats inside the 2023 Alfa Romeo Tonale Veloce (European-spec) looks very supportive.

If Infiniti abandoning the QX30 wasn’t enough to scare Alfa Romeo out of this segment (let alone Mini tossing the short-lived Paceman to the curb back in 2014), Jaguar’s abysmal E-Pace results should give cause for pause. The beleaguered British brand sold just 98 units last year, after a mere 265 in 2020, representing a serious downward slide from an already unworkable position, and that’s after an initial first-year high of just 572 unit-sales, the latter number showing a shocking 82.8-percent drop in popularity since arriving on the scene in 2018. It’s a good looking, well-made, fun-to-drive little SUV too, but, like Alfa Romeo, Jaguar’s Canadian branding isn’t as strong as it used to be.

So how does the Tonale fit into the grand scheme of subcompact luxury SUVs? One can easily argue that Infiniti was in a better place when the QX30 was introduced in 2016, than Alfa Romeo is now, from a market-strength and overall sales-volume position, and for all purposes it still is, yet the automaker could only push out 997 QX30s at the model’s height in 2017, that number quickly falling off to 357 units in 2018, and 93 in 2019. Some might argue that the QX30 was merely a Mercedes-Benz GLA rebadging exercise, but to be fair, Infiniti was involved in the project right from the start, much like how Toyota took five intensive years to co-develop the Supra with BMW (it shares its underpinnings with the Z4), and the arguably good-looking QX30 didn’t immediately resemble its kissin’ cousin from Mercedes.

Details like this embroidered Alfa logo on the new Tonale Veloce (European-spec), help to set the new model out in the subcompact luxury SUV segment.

Certainly, the Tonale is more Alfa Romeo-centric than the quickly forgotten Infiniti, or at least Stellantis-centric, being that it shares the FCA SCCS Small Wide 4×4 LWB (long-wheelbase) platform architecture with Jeep’s Compass and Commander/Meridian (the Tonale is made in Naples, Italy, at Alfa’s most advanced plant, with the latter two respectively produced in Brazil and India for various global markets), these being lengthened versions of the Jeep Renegade and Fiat 500X’ underpinnings. Still, Jeep and Fiat aren’t direct competitors in the premium sector, so the situation is akin to Alfa Romeo competitor Audi using the Volkswagen Group MQB A2 platform for the Q3, which it also shares with VW’s Tiguan (and Tayron, plus the European SEAT Tarraco and Škoda Kodiaq), or BMW sharing the X1’s UKL2 platform with Mini’s Countryman, etc.

A quick overview of how Alfa Romeo fits into Stellantis’ brand strategy

The new 2023 Alfa Romeo Tonale Veloce (European-spec) has style on its side.
Will the new Tonale have what it takes to win where others in the segment have failed or are currently struggling? Time will tell.

Stellantis, the new name for FCA Automobiles and Groupe PSA since joining forces in January of 2021, has a number of low-selling, marginal brands. Despite rich histories, Italy’s storied Lancia marque has been relegated to purveying one subcompact hatchback in European markets, Chrysler only has two versions of the same minivan plus the 300 full-size sedan that still bears the 2021 model year designation in Canada (which means it’s not selling well), Dodge has just three models north of the 49th, and Alfa Romeo, the subject of this news story, will soon have three models thanks to the advent of this new Tonale subcompact crossover SUV, which is slated to arrive here in early 2023.

What do you think of the 2023 Alfa Romeo Tonale Veloce (European-spec)?
Will you step up for the new Tonale? This is the critical question.

We’ve got to give the automaker’s CEO Carlos Tavares, and the rest of his executive team, big points for courage, being that they promised each brand the chance to pull itself up and out of the automotive profitability doldrums, but Lancia’s CEO Luca Napolitano, Chrysler’s CEO Christine Feuell, Dodge’s CEO Timothy Kuniskis, and Alfa Romeo’s CEO Jean-Philippe Imparato certainly have their work cut out for them. It’s not like DS Automobiles’ CEO Béatrice Foucher will have a cakewalk either, but at least it has four models in the premium sector, while Maserati’s Davide Grasso has the largest lineup of new models the near-exotic brand has ever had to work with, including the sharp looking new Grecale subcompact SUV based on the same underpinnings as Alfa Romeo’s Giulia and Stelvio (plus Jeep’s new Grand Cherokee). Jeep aside, none of Stellantis’ brands have strength in the majority of global markets, which brings us back to Alfa Romeo and its new Tonale.

Wooing customers will be the Tonale’s greatest challenge

Do you like the way the new 2023 Alfa Romeo Tonale Veloce (European-spec) looks?
Alfisti across Canada will be pulling for the new Tonale, while those wanting what Alfa Romeo claims to be the best performance in the subcompact luxury SUV class will likely pay the price for entry.

No one questions whether the Tonale will be a moderate hit in Italy, where Alfa Romeo still has legions of faithful, adoring fans, while it should also do reasonably well on the rest of the European continent, providing the EU can hold the economies of its various member states together (or doesn’t alternatively tear them apart, depending on your political point of view), but here in North America, and specifically in the relatively small market of Canada, the brand is relegated near the bottom of the luxury heap when it comes to consumer awareness. Hence the need for creative marketing that catches the collective imagination of a narrowly-focused performance-luxury subcompact SUV market, because loads of cash for blanket marketing won’t be available.

In the end, Alfa Romeo believes it can win in a market segment that plenty of others have failed at, are currently failing in, or simply (and possibly wisely) have not chosen to partake in. There’s a slim possibility they can do well with the Tonale, even growing the brand, and any gasoline/ion-blooded auto enthusiast will want them to do just that, but can a tiny contingent of Canadian quadrifoglio zealots be enough to make an entry-level model like the Tonale successful, especially considering many of such buyers already own a Giulia or Stelvio? Only time will tell.

Until the new 2023 Alfa Romeo Tonale arrives early next year, be sure to check our complete photo gallery above, plus the long list of videos that follow:

Alfa Romeo Tonale | Launch Webconference | “La Metamorfosi “Begins (23:05):

New Alfa Romeo Tonale | Reveal | Alejandro Mesonero Romanos (3:58):

New Alfa Romeo Tonale | Design | Alessandro Maccolini (7:31):

New Alfa Romeo Tonale | Technology | Silvia Cravero (6:06):

New Alfa Romeo Tonale | Propulsion Systems | Maria Grazia Lisbona (9:14):

New Alfa Romeo Tonale | Driving Dynamics | Domenico Bagnasco (5:34):

New Alfa Romeo Tonale | Product | Daniel Tiago Guzzafame (5:05):

New Alfa Romeo Tonale | Manufacturing Quality | Marisa Giannini (4:00):

Story credits: Trevor Hofmann

Photo credits: Alfa Romeo

Stellantis, the company most Canadians have never heard of, is planning to build 25 new electric vehicles for North American markets by 2025. For those who don’t follow all things automotive, Amsterdam,…

Stellantis launching at least 25 new EV models for North America by 2030

2022 Ram 1500 BEV Pickup
Stellantis will introduce 25 new electric vehicles into the North American markets by 2030, including a Ram 1500 BEV Pickup.

Stellantis, the company most Canadians have never heard of, is planning to build 25 new electric vehicles for North American markets by 2025.

For those who don’t follow all things automotive, Amsterdam, Netherlands-based Stellantis is the new (as of last year) multinational automotive manufacturing corporation formed to combine all brands from the now dissolved Italian-American conglomerate Fiat Chrysler Automobiles with additional French PSA Group brands under one umbrella. This means that longstanding American brands like Chrysler, Dodge, Jeep, Ram, and Mopar auto parts are now part of the same ownership family as 11 European brands including Abarth, Alfa Romeo, Citroën, DS (Citroën’s luxury division), Fiat, Fiat Professional (a commercial division that makes Fiat and Ram vans), Lancia, Maserati, Opel (previously part of General Motors), Peugeot, and Vauxhall (ditto re GM).

2022 Jjeep EV Concept
The Jjeep EV Concept (also pictured above) appears like it’s ready for action.

Upon the amalgamation of both automakers within the new Stellantis group, all brands were promised the opportunity to shine (a.k.a. become profitable) before potentially being axed, which was a much-welcome lifeline thrown to a few once revered marques, such as Chrysler, Dodge and Lancia, which had been whittled down to just a few models prior to this new lease on life.

While we may never see Lancia return to Canada, or for that matter Citroën, Opel or Vauxhall (that are little more than Opels rebadged for the UK), let alone any 2022 models from Fiat, a Chrysler crossover SUV would certainly bolster that beleaguered brand’s lineup, let alone something new for Dodge. Chrysler deserves kudos for its plug-in hybrid Pacifica minivan, and for its nifty renaming strategy that turned a first-generation Pacifica into a brand-new Grand Caravan, thus providing a third wing-badged model, whereas Dodge has three totally unique models, albeit nothing close to the range of alternatives that Japanese or Korean competitors offer.

Stellantis promises new electric crossovers, pickups and even an EV muscle car

2022 Chrysler Airflow Concept
Expect an EV based on the Chrysler Airflow Concept sometime in 2024 as a 2025 model.

Earlier this month, Stellantis’ announced a comprehensive plan that will impact everything from financials to future products right through to 2030, with some of the latter including fully electric models for Chrysler, Dodge, Jeep and Ram. Where the Ram 1500 EV was merely a graphic teaser designed to show Ford, Chevy, GMC/Hummer, Rivian, Tesla and other EV truck producers that Ram is taking the sector seriously, the bright yellow Jeep EV concept already looks promising.

It would be the go-anywhere division’s first electric vehicle, although take note that Jeep currently offers their plug-in hybrid 4xe powertrain for the new Grand Cherokee and Wrangler, with Hemi V8 performance from an electrified V6 that puts out 375 horsepower and 470 lb-ft of torque. Such numbers should make any auto enthusiast excited about the Dearborn-based automaker getting hold of a pure electric drivetrain, thanks to a history of cars, SUVs and trucks with tire-scorching straight-line acceleration.

2022 Chrysler Airflow Concept
The Airflow is sized similarly to Ford’s popular Mustang Mach E.

The Jeep EV shown here, which is expected to launch in early 2023, most likely rides on the STLA Small platform, which is capable of accommodating between 37 and 82 kWh of capacity, resulting in as much as 483 km (300 miles) of range. Jeep promises a larger electric “lifestyle family SUV” too, as well as a more off-road capable EV, both for 2024.

Chrysler will get an EV as well. It’s based on the Airflow concept introduced last January at the Consumer Electronic Show (CES) in Las Vegas, and sized similarly to Ford’s very popular Mustang Mach-E. Due in 2024 as a 2025 model, the new crossover should be good for up to 644 km (400 miles) of range, while also capable of Level 3 autonomous driving capability.

Stellantis to make up to 75 unique electric and hydrogen fuel cell vehicles worldwide

2022 Chrysler Airflow Concept
Of all the electric concepts shown, the Airflow is the most fully fleshed out.

Stellantis’ EV push also includes a hydrogen fuel cell contingent, which, together with all of the above and more, combines for a target of net zero carbon emissions by 2038. This means all European vehicle sales and half of U.S. sales (which will likely include Canada) will be electric by 2030, resulting in 75 new electric vehicles in production by the latter year, with at least 25 on their way to North America.

Just ahead of the Ram 1500 EV mentioned a moment ago, which is scheduled to arrive in 2024, Stellantis’ dedicated truck brand will launch a fully electric ProMaster van in 2023, which will simultaneously debut a Fiat Professional version. We’ll also see an electrified Dodge muscle car prototype later this year, all ahead of the aforementioned Airflow hitting the market.

Chrysler will be fully electric by 2028, so therefore all internal combustion engine (ICE) enthusiasts can give a collective sigh of sadness for the fabulous Hemi V8’s demise, while Italian luxury car brands Alfa Romeo and Maserati (also known for their formidable and sonorous ICE’s) will completely change over to electric by 2030.

Stellantis sees a future for hydrogen fuel cell tech in the commercial sector

2022 Chrysler Airflow Concept
Will Chrysler finally become the luxury brand it’s always come close to emulating?

As for hydrogen fuel cell models, Ram is planning a large, ProMaster hydrogen van for 2025, while the same brand should have its heavy-duty 2500 and 3500 pickup trucks hydrogenized shortly thereafter. Hydrogen offers lighter weight than battery-powered EVs, benefiting ultimate cargo capacities, plus quicker refueling than recharging a battery, so H2 may become a better alternative for commercial vehicles as long as an extensive hydrogen refuelling network is made available to support its plan.

Serving both commercial and consumer markets, Stellantis’ is continuing to work on autonomous driving aids, such as hands-free cruise control, as well. The automaker is lagging behind others in this sector, but, together with strategic partner BMW, plans to introduce an advanced system in 2024 that won’t require a driver to continuously monitor the steering wheel, which is currently the case for most competitive systems.

2022 Chrysler Airflow | Our First Battery-Electric Vehicle (3:16):

2022 CES | Chrysler Airflow Reveal (12:22):

Story credits: Trevor Hofmann

Photo credits: Stellantis

What matters most to you in a performance car? Zero to 100 km/h? Top speed? Handling? The ideal mix of everything? Most will give the nod to the latter, wanting a perfect combination of acceleration,…

2021 Alfa Romeo Stelvio Quadrifoglio Road Test

2021 Alfa Romeo Stelvio Quadrifoglio
Alfa Romeo’s Stelvio Quadrifoglio might look somewhat understated, but once behind the wheel it’s anything but.

What matters most to you in a performance car? Zero to 100 km/h? Top speed? Handling? The ideal mix of everything?

Most will give the nod to the latter, wanting a perfect combination of acceleration, ultimate speed and road-holding, and to be fair this is probably best with respect to road cars and performance SUVs. Still, achieving a high mark in every category requires compromise all-round, yet

when an SUV is as good as Alfa Romeo’s Stelvio Quadrifoglio it’s not exactly like you’re going to feel let down.

In fact, it’s tied for fastest off the line in its compact luxury SUV class (with Mercedes-AMG’s GLC 63 S), comes close to tying for the segment’s top track speed (BMW’s X3 M Competition beats it by 1.6 km/h), and holds more track lap records than any SUV currently made. About the only thing it can’t do is beat a Jeep Wrangler up Cadillac Hill.

2021 Alfa Romeo Stelvio Quadrifoglio
Few SUVs are as fast for any amount of money, but the Stelvio Quadrifoglio starts under $100k.

That Alfa Romeo is infused with more racing pedigree than most of its competitors doesn’t hurt matters either, the brand even fielding a Formula One team, which can’t be said for all of its key competitors except Mercedes-AMG—Aston Martin’s larger and much pricier DBX isn’t a direct competitor.

That hardly matters, however, as the DBX only bests the Stelvio Quadrifoglio in terminal velocity, managing 291 km/h (181 mph) compared to 283 (176), the one parameter most of us will never attempt to verify. The little Italian is dominant from standstill to 100 km/h, leaving the Brit behind like it’s standing still, the two brands’ official 0-100 km/h times claimed to be 3.8 seconds to 4.5. That’s not even remotely close.

2021 Alfa Romeo Stelvio Quadrifoglio
The golf course might look tempting, but the Stelvio Quad has the power to lure you back to pavement quickly.

No doubt Aston will follow up this first foray into family hauling with a more formidable version of the DBX, just like Porsche provides its Cayenne Turbo S E-Hybrid and Bentley defies physics with the Bentayga Speed, but for the time being we can’t deny the numbers, and the Stelvio Quad even beats these bad boys off the line. To be very clear, it’s not the quickest SUV of all. That honour is bestowed upon Lamborghini’s Urus, capable of whisking past the 100 km/h mark in just 3.4 seconds, while independent testers are even claiming faster sprint times.

2021 Alfa Romeo Stelvio Quadrifoglio
Some nice detailing on the lower front fascia helps to visual set this all-powerful Stelvio apart from its peers.

Such is true for all of the above and the bevy of ultra-fast SUVs not yet mentioned, such as the Dodge Durango SRT (4.6s to 100km/h and a 250km/h/155mph top speed), the Mercedes-AMG GLA 45 (4.5 and 250/155), the Rolls-Royce Cullinan Black Badge (4.5 and 250/155), the Porsche Macan Turbo (4.5 and 269/167), the Range Rover Velar SV Autobiography Dynamic Edition (4.5 and 273/170), the Range Rover Sport SVR (4.5s and 291/181 respectively), the Jaguar F-Pace SVR (4.3 and 250/155), the Mercedes-AMG GLE 63 S (3.9 and 280/174), the BMW X5 M Competition (3.9 and 285/177), the Maserati Levante Trofeo (3.9 and 301/187), the Audi RS Q8 (3.9 and 306/190), the Ford Mustang Mach-E GT (3.7 and 209/130), the Tesla Model Y Performance (3.7 and 217/135), the Durango SRT Hellcat (3.7 and 289/180), the Jeep Grand Cherokee Trackhawk (3.7 and 289/180), and the Tesla Model X Performance (2.8 and 262/163). The BMW X3 M Competition gets to 100 km/h in 4.2 seconds, by the way, while the Bentayga Speed and Cayenne Turbo S E-Hybrid need a respective 4.0 seconds and 3.8 seconds to complete the same feat.

2021 Alfa Romeo Stelvio Quadrifoglio
The hood features these gorgeous louvres to each side.

I won’t pretend that jamming my right foot down on the Quad’s pedal when first away from stoplights wasn’t fun, especially when factoring the sensational audio track that accompanied the G-forces slapping my backside into the ideally shaped leather- and Alcantara-covered driver’s sport seat, but for me a vehicle’s performance matters more through the curves than merely in a straight line.

2021 Alfa Romeo Stelvio Quadrifoglio
These stunning cloverleaf-style wheels and 20-inch P Zero rubber make for a gripping on-road experience.

Believe me, I tried to go slow. I really did. I somewhat succeeded in maintaining the posted limit around town and on rural freeways, where I know evil radar gun-toting fun-suckers lay in waiting, but failed miserably when past my city’s suburbanites and within its wilder valley region, where perfectly paved patches of ultimately straight tarmac stretch diagonally across farmland to join tiny communities with circuitous secondary backroads and faster-paced connecting highways. This is where the Stelvio Quadrifoglio was born to rule, and where I became enamoured with its shockingly quick capabilities.

Rotate the Quad’s DNA drive mode selector to the “d” position for a sportier Dynamic range, or twist it one position farther for “RACE” mode, resulting in even greater intensity (just why Alfa uses both lowercase and uppercase designations for this dial is anyone’s guess, but it disturbs my inner need for grammatic equilibrium), and get ready for outrageous speed and one of the most delectable crackling and popping exhaust systems anywhere.

2021 Alfa Romeo Stelvio Quadrifoglio
These might be the best sounding tailpipe quartet in SUV existence.

Alfa shoes the Stelvio Quad in 255/45R20 front and 285/40R20 rear Pirelli P Zero performance tires that can hang onto most any type of manmade road surface, these combining ideally with a wonderfully sorted chassis that defies the SUV’s top-heavy profile. Don’t get me wrong, as its roofline is relatively low as far as sport utilities go, but it’s no sport wagon either.

2021 Alfa Romeo Stelvio Quadrifoglio
If Ferrari made an SUV (and they don’t yet), this is what you might expect the interior to look like.

The driving position is excellent, combining a partially squared-off leather-clad sport steering wheel that’s just large enough to feel substantive without being cumbersome, with thumb spats ideally formed and a long set of alloy paddles just behind, fitted to the steering column rather than the wheel, so they’re always where you expect them to be. That column’s tilt and reach are ample too, the latter joining good seat adjustability for fitting my long-legged, short-torso body, resulting in optimal control and good comfort overall.

No wonder Alfa’s bevy of professional drivers had no problem besting track lap times across the world, the Stelvio Quadrifoglio leading all SUVs at Silverstone (2:31.6), Donington Park (1:21.1), and the Indy Circuit at Brands Hatch (55.9), although in fairness I need to make sure you know that its record-setting 7:51.7-minute lap around the Nürburgring Nordschleife was broken after only a few months by the previously mentioned GLC 63 S, the Merc managing just 7.49.369 minutes.

2021 Alfa Romeo Stelvio Quadrifoglio
The Stelvio Quadrifoglio’s interior will impress.

Both are quicker around the 20.832-km mountainside track than the next-best Porsche Cayenne Turbo S, mind you, which managed a respectable 7:59.7 minutes just the same, or for that matter a Range Rover Sport SVR that could only lap the course in 8:14 minutes. Until one of the aforementioned VW-underpinned super-SUVs (Urus, RS Q8, Bentayga Speed, or Cayenne S E-Hybrid) choose to take on the wee compacts, they’ll remain the undisputed kings of the “Green Hell”.

2021 Alfa Romeo Stelvio Quadrifoglio
This classic mostly analogue gauge cluster harkens back to classic Alfa Romeo designs.

Back to being unreasonably fair, Lamborghini’s Urus took the Stelvio Q’s title away at one of my personal favourite race tracks, Laguna Seca. The 641-hp raging bull pulled off a 1:40.9-minute single lap compared to the Stelvio’s 1:43.5-minute stint, which is impressive until we start comparing bang for the buck.

Yes, the 2021 Alfa Romeo Stelvio Quadrifoglio starts at only $98,995, compared to $285,000 for Lambo’s SUV. The hyper-fast Merc-AMG GLC will set you back $94,900, incidentally, while a W12-infused Bentayga will cost you even more than the Urus. A happy medium might be the super-quick Audi at $126,500, but that’s still a lot of extra coin for slower straight-line speed and a bit more at the top end. Of course, there’s a lot more to any of these SUVs than pure performance, but this said the top-tier Stelvio will hardly have you feeling like you’re living in the slums.

2021 Alfa Romeo Stelvio Quadrifoglio
The new infotainment display makes a big difference in every respect.

No matter which premium branded super SUV you choose, its interior comes complete with all the contrast-stitched hides, plush faux suede, brushed and polished aluminum, and high-gloss carbon-fibre weave you can handle, not to mention premium soft-touch composites where the above materials can’t be added, the Stelvio Quadrifoglio no exception. Anyone joining you in the passenger’s seat will be impressed, with its interior design and beautifully crafted build quality.

2021 Alfa Romeo Stelvio Quadrifoglio
Glossy carbon-fibre trim joins loads of aluminum, leather and Alcantara psuede for a truly luxe experience.

Additionally, I was pleasantly surprised to experience a much-improved infotainment display in this test model, compared to one used in a four-cylinder Stelvio driven previously. It’s more intuitive graphically, making it easier to use, while it’s also more customizable due to a drag and drop tile/widget layout. It can do anything its rivals can, as well as compile performance stats via a number of “pages” displaying boost, torque, lateral Gs, and more.

While I’ve really liked some of the fully digital displays offered by Alfa’s competitors, I can’t say I was disappointed to see a set of analogue dials housed within sporty circular shrouds, not unlike the beautiful dual-gauge clusters found in the marque’s collectable classics. The speedometer and tachometer flanked a large high-definition multi-information display at centre, filled with loads of useful info, so it was as modern as it needed to be, but that nod to the past is always appreciated in a brand with as much rich history as Alfa Romeo.

2021 Alfa Romeo Stelvio Quadrifoglio
The driver’s seat is superb in every respect, and the driver’s position excellent.

As impressive as the Stelvio Quadrifoglio’s beautifully finished interior and insane performance is, I’d be remiss for not mentioning anything about its practical attributes. This is an SUV after all, and thus it comes with a comfortable, accommodating second row featuring three seatbelts abreast, plus window seat warmers with three temperature settings, dual USB-A charging ports on the backside of the front console, excellent rear ventilation found just above, plus overall rear finishings as well executed as those up front. Likewise, the cargo compartment is as nicely finished as its compact luxury SUV segment gets, plus it’s large enough for most peoples’ needs and made even bigger via ultra-useful 40/20/40 split-folding rear seats. Alfa even includes an intelligently engineered aluminum track system for tying down your belongings, which is a good thing when considering the lateral Gs those items may be forced to deal with.

2021 Alfa Romeo Stelvio Quadrifoglio
Rear seat roominess is generous, the features impressive, finishing very good, and comfort above par.

Although we’re well into the 2021 model year, there’s a pretty good chance that 2020 models may be available and this SUV hasn’t changed at all in its top-line Quadrifoglio trim, which means you can save about $2,800 right off the top, due to the latest version going up in price by that amount since last year. Alfa Romeo is offering factory leasing and financing rates from zero percent on either model year, while CarCostCanada can provide additional info about any available manufacturer rebates, as well as dealer invoice pricing to help you pay the lowest possible price when negotiating. Find out how their system works, and also be sure to download their free app from the Apple Store or Google Play Store in order to have such critical information on your phone when you need it most.

2021 Alfa Romeo Stelvio Quadrifoglio
The practical Stelvio provides 40/20/40-split rear seatbacks for optimal cargo flexibility.

As I went over in detail earlier, the Stelvio Quadrifoglio is up against plenty of high-performance competitors, but only Lamborghini’s Urus completely outguns it. Mercedes’ quickest GLC is a better match and should be considered, but its twin-turbo V8 won’t provide the higher-pitched aural edginess as Alfa’s 2.9-litre twin-turbo V6, which will be less appealing to some (including yours truly). There’s also the standard features and options issue, with the Stelvio Quadrifoglio mostly loaded except for about $4k worth of extras, compared to the AMG GLC 63 S that starts a bit lower, but can be configured with more than $26k of options that mostly come standard from Alfa. All of a sudden the Stelvio Quadrifoglio looks like a really good deal, even though once you’ve driven it you probably won’t care what it costs.

Story and photos by Trevor Hofmann

I’ve been an Alfa Romeo fan for as long as I can remember, which made me especially excited to get behind the wheel of a modern-day example. Bright “Alfa Rosso” red livery aside, the Stelvio supplied…

2019 Alfa Romeo Stelvio Ti Sport AWD Road Test

2019 Alfa Romeo Stelvio Ti Sport AWD
The Alfa Romeo Stelvio, shown here in Ti Sport AWD trim, is one distinctive looking compact luxury SUV. (Photo: Trevor Hofmann, Canadian Auto Press)

I’ve been an Alfa Romeo fan for as long as I can remember, which made me especially excited to get behind the wheel of a modern-day example. Bright “Alfa Rosso” red livery aside, the Stelvio supplied wasn’t anything I would have expected to ever wear the blue-encircled red cross on a white field and green serpent badge before, but luxury marque boardroom bottom lines have been causing crossover SUVs to show up in what we middle-aged car enthusiasts might consider to be the most unlikely places these days. 

This in mind, the last Alfa Romeo I’d driven before this new Stelvio was an almost equally bright red 1991 164 S sport sedan, a car that I borrowed from a pre-owned retailer friend back in the day just so I could appreciate how a front-wheel drive Alfa might feel. It was actually one of the better stock front-drivers I’d experienced up to that point, but it was a completely different experience than the ’86 GTV6 I’d tested prior to that, or any number of mid-to-late ‘60s and early-to-mid ‘70s four-cylinder powered rear-drive 105/115 series GTV coupes, “Duetto” and Spider Veloce roadsters, and last but hardly least, another friend’s ruddy quick 1750-infused ‘67 Giulia Super sedan we lovingly dubbed “The Fridge” due to its boxy shape and stealth white paint. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The Stelvio isn’t quite as unique looking from the rear, but such is the case for most SUVs. (Photo: Trevor Hofmann, Canadian Auto Press)

Fondly remembering some of these now classic Alfa models, I perused the online classifieds to see if any of my favourite Italian flames might now be available and how unaffordable they’d become, only to have my initial expectations of potential fulfillment quashed with 1750 and 2000 GT Veloce coupes going for considerably more than new 4Cs, between $60k and $80k, not to mention a dreamy 1961 Giulietta Sprint Speciale with an even loftier $155,000 asking price. Of course, classic Alfas have been sold for millions, especially those with racing pedigree, which is far from the case for most competitive premium brands these days. 

 

2019 Alfa Romeo Stelvio Ti Sport AWD
LEDs adorn the Stelvio’s headlamp clusters. (Photo: Trevor Hofmann, Canadian Auto Press)

The only Lexus model to regularly fetch six-figure sums is the LFA supercar, a worthy contender that may indeed be worth significantly more one day, but such speculation is hardly bankable. Acura’s NSX enjoys more history and a current six-digit price, yet the Japanese brand has never achieved anything in the sevens, which brings us to Infiniti that is in fact using its design team to conceptualize what its brand may have appeared like if it actually existed back in the glory days ¬of motor racing—and don’t get me wrong, I can’t help but love the Prototype 9 and more recent Prototype 10. 

Infiniti shouldn’t feel bad for its lack of history, especially considering that mighty BMW wasn’t even part of that era. While Anonima Lombarda Fabbrica Automobili (A.L.F.A.) was tearing up the Targa Florio in 1911, ahead of Nicola Romeo & Co taking the reins to win the inaugural world championship for Grand Prix cars in 1925, the German upstart was fixing its blue and white roundel radiator cap ornament to rebranded Austin 7s and dubbing them Dixi. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The iconic Alfa Romeo badge definitely enhances the Ti Sport’s standard 20-inch alloys. (Photo: Trevor Hofmann, Canadian Auto Press)

Of course, Mercedes-Benz has a glorious motorsport past and present, as do many of today’s luxury brands from Audi and Porsche to Bentley and Ferrari, but Alfa Romeo is nevertheless rare in today’s somewhat homogenized automotive world. It’s managed to retain a semi-exotic aura despite now competing directly with the more common premium carmakers just noted, which makes the need for superior style, luxury and performance of greater import than average. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The Stelvio’s blackened roof shows off its large panoramic glass sunroof. (Photo: Trevor Hofmann, Canadian Auto Press)

To this end it also makes sense for the new Stelvio to be one of the compact luxury SUV segment’s priciest entries, its $53,345 base MSRP greater than all conventionally-powered competitors except for the Porsche Macan and Range Rover Velar. The Velar is quite a bit larger, mind you, bordering on mid-size like its Jaguar F-Pace cousin, so its $10k higher base price could be seen as reasonable against bigger two-row rivals like the Lexus RX, Mercedes-Benz GLE-Class (previously called M/ML-Class), Lincoln Nautilus (née MKX) and Cadillac XT5 (see all 2019 Stelvio pricing at CarCostCanada, as well as important rebate info and dealer invoice pricing that could save you thousands). 

Instead, the Stelvio has been designed to fit snuggly into the compact luxury SUV sweet spot held by such perennial best-sellers as Audi’s Q5 and Acura’s RDX. Actually, at 4,687 millimetres (184.5 inches) long with a 2,818 mm (110.9 in) wheelbase, 1,903 mm (74.9 in) wide (excluding its mirrors), 1,648 mm (64.9 in) tall, and weighing in at 1,660 kilograms (3,660 lbs) in base form, the Stelvio is slightly longer and wider than the Q5 with an almost identical wheelbase, height and curb weight. Interestingly, the new RDX has grown considerably to end up quite a bit longer than either competitor with a notably shorter wheelbase, but to be fair it targets a less affluent buyer despite impressive luxury and performance. 

2019 Alfa Romeo Stelvio Ti Sport AWD
LED taillights come standard. (Photo: Trevor Hofmann, Canadian Auto Press)

Prestige has much to do with this, and helps the Stelvio command its higher price. The Stelvio AWD base MSRP noted a moment ago is merely the starting point in a range that ventures well into Range Rover and Porsche SUV territory, with the Italian model’s lineup also including the $55,345 Stelvio Ti AWD, $55,845 Sport AWD, as-tested $58,245 Ti Sport AWD, $58,595 Ti Lusso AWD, $95,000 Quadrifoglio AWD. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The Stelvio features an impressively finished interior. (Photo: Trevor Hofmann, Canadian Auto Press)

Quadrifoglio is Alfa-speak for an M- or AMG-like performance upgrade. The four-leaf clover has long been the sign of special performance models destined for a lucky few, and the Stelvio Quadrifoglio takes SUV performance to unprecedented levels. As you may have surmised by the other trim-line names, AWD is standard and Sport makes reference to performance improvements, albeit not with respect to the standard powertrain. 

Quadrifoglio aside, the Stelvio’s sole engine is a 280 horsepower 2.0-litre direct-injected and twin-scroll turbocharged four-cylinder with 306 lb-ft of torque, while the world’s second-quickest SUV stuffs a 2.9-litre V6 between its front fender wells that’s good for 505 horsepower and 443 lb-ft of torque. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The Stelvio dash even includes Alfa’s classic double-bubble instrument hoods. (Photo: Trevor Hofmann, Canadian Auto Press)

To put this into perspective, the fastest Macan Turbo is only capable of achieving 100km/h in 4.4 seconds yet it’ll cost you more at $99,000 plus options, whereas the Cayenne Turbo can match the Quadrifoglio’s blistering pace when upgraded with its Sport Chrono Package, yet it does so from the seat of a larger, more substantive machine that starts at a near-exotic $140,980 so equipped. VW products in mind, the ultra-fast Alfa even beats Bentley’s quickest 600 horsepower Bentayga to 100km/h, maintaining the brand’s semi-exotic status due to the necessity of performance comparisons against ultra-rich hardware like the $232,000 Lamborghini Urus that’s now the only SUV capable of quicker acceleration off the line thanks to the same naught to 100km/h feat managed in just 3.6 seconds. 

2019 Alfa Romeo Stelvio Ti Sport AWD
Fans of the Italian brand will be glad they maintained these sporty analogue gauges. (Photo: Trevor Hofmann, Canadian Auto Press)

While being propelled from standstill to 100km/h in just 3.9 seconds sounds both exciting and daunting from the heights of a compact SUV, I found the base engine wonderfully engaging when the desire for straight-line performance got the better of me, while it proved a pleasant everyday driver as well. 

To be clear, the performance edge added by the upgrade to Sport AWD includes a set of steering column-mounted paddles plus tweaks the suspension with a firmer setting via lowered springs and uprated dampers. Furthermore, Ti trim allows the ability to add a $1,500 Performance Package including a limited slip rear differential and an active and continuous suspension and shock absorber control system that reduces body lean, pitch and dive oscillations no matter the conditions. The system constantly interacts with the standard Chassis Domain Controller (CDC) as well as standard DNA Pro drive modes before calibrating its findings dependent on the selected setting. 

2019 Alfa Romeo Stelvio Ti Sport AWD
These are some awesome paddle shifters, fixed to the steering column and made from aluminum, just like Ferrari. (Photo: Trevor Hofmann, Canadian Auto Press)

DNA Pro can be controlled via a rotating dial next to the electronic shifter atop the lower centre console. The dial points to separate settings that read “d”, “n” and “a”, a witty collective play on acronyms that combines the abbreviation for all living organisms’ source code with the usual driving modes. While I would’ve loved if these letters represented Italian language references, DNT (dysembryoplastic neuroepithelial tumour) doesn’t have the same ring to it as DNA (deoxyribonucleic acid), so therefore the letter “d” stands for dynamic instead of dinamico, “n” for natural rather than naturale, and “a” for all weather in lieu of tutto il tempo. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The centre stack includes a nice simple layout, minimalist in design and execution. (Photo: Trevor Hofmann, Canadian Auto Press)

Before I get ahead of myself (or lose myself in silliness), you start the Stelvio by pressing a button on the steering wheel, a process that I never really got used to throughout my test week due to such buttons normally being somewhere on the dash or centre console. My inability to quickly find it had more to do with habit than location, being that I don’t get enough seat time in Ferraris anymore, which use the same layout. Once up and running I found the Stelvio’s four-cylinder much quieter than any of the aforementioned Alfas driven previously, whether idling or tooling around town at low revs in default Natural mode, and while such aural pleasantries are now muted so are expletives uttered from would-be backyard mechanics attempting to optimize the twin cam timing via strobe on sidedraft Weber and points equipped engines. In other words, modern-day electronics have made our vehicles a lot more reliable.  

2019 Alfa Romeo Stelvio Ti Sport AWD
The navigation system’s mapping uses most of the display’s 8.8 inches of area. (Photo: Trevor Hofmann, Canadian Auto Press)

In truth, there was no way to look under the hood of my particular tester at all. When I attempted to do so for photo purposes the hood release lever wasn’t working. I pulled it and nothing happened, all before it fell off in my hands. How quickly I was transported back to the roadside mechanical nightmares of my youth and requirement for such expletives just noted, and how perturbed that this Alfa Romeo became the first vehicle in nearly 20 years of reviewing new cars to experience such a problem. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The backup camera image is clear, but it doesn’t use much screen space and is therefore extremely small. (Photo: Trevor Hofmann, Canadian Auto Press)

Fortunately the Stelvio redeemed itself when it came time to drive, as its initially docile sounding four-cylinder came alive like an Alfa Romeo should when Dynamic sport mode was activated. It launches from standstill to 100km/h in just 5.7 seconds and really feels like the sub-six-second car it is, while its standard eight-speed automatic shifts with immediacy and precision via the console shifter or those steering column-mounted paddle shifters noted earlier. The former is finished in what looks and feels like a satin-silver alloy, while the latter are made from hefty chunks of smooth billet aluminum. They’re nice and long and, being fixed to the column, don’t rotate with the steering wheel, so you’ll always know which one to use for upshifts and which for downshifts. 

2019 Alfa Romeo Stelvio Ti Sport AWD
A nice and tidy assortment of controls makes the Stelvio look and work ideally. (Photo: Trevor Hofmann, Canadian Auto Press)

Aiding its quick response to throttle input and helping reduce overall mass to benefit in all other ways is a lightweight carbon fibre driveshaft, while the Stelvio’s rigid high-strength steel constructed body shell is unburdened further via aluminum front and rear vehicle frames, aluminum front shock towers, brakes, suspension components, doors, fenders, roof and hood, plus a composite rear cross member continues to lighten the load. All of this, along with my tester’s 20-inch alloys on 255/45 Continental CrossContact LX Sport all-season tires that come standard with its near top-line Ti Sport trim, plus Alfa’s fully independent aluminum-intensive double wishbone front suspension with semi-virtual steering axis, and unique patented “Alfa Link” design rear setup with vertical rods, made for one of the best handlers in the class and a mighty comfortable one too. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The DNA of performance driving? Alfa would like you to think so. (Photo: Trevor Hofmann, Canadian Auto Press)

Much of my Stelvio tester’s comfort quotient was derived from the fabulous “Performance Sport” leather-upholstered seats that come standard with its upgrade to Ti Sport AWD trim, the driver’s form-fitting and superbly supportive, especially when it came to holding backside in place during fast-paced lateral manoeuvres. These seats include side bolster bladders to hug one’s torso more snuggly, plus extendable lower front cushions to cup under the knees, the former powered and the latter manually operated. While ideal for my smallish five-foot-eight frame, I picked up a close friend who is thicker around the middle and he complained they were too tight, even when we widened the bladders as far as they would go. This is definitely something to consider when purchasing, with the base seats potentially better for larger folk. 

2019 Alfa Romeo Stelvio Ti Sport AWD
These leather-upholstered sport seats are wonderfully comfortable and ultra-adjustable. (Photo: Trevor Hofmann, Canadian Auto Press)

Seating in mind, with the driver’s seat positioned for my height I sat behind and found it very comfortable and quite roomy with approximately eight to 10 inches ahead of my knees, plus more than enough room for my feet even when stretching out my legs, while there was also about three and a half inches above my head, and four to five inches beside my hips and shoulders. Alfa provides a flip-down armrest at centre, complete with dual cupholders. They even provided a slot between the two cupholders for holding a smartphone, very intelligent. There are two large vents on the backside of the front console for feeding air to each rear passenger, plus a duo of USB charging ports under these, while rear outboard seat heaters are available as well. The rear passenger compartment is very well finished too, and the panoramic glass sunroof overhead provides an open, airy ambiance. 

2019 Alfa Romeo Stelvio Ti Sport AWD
Here’s a look at the dual-pane panoramic sunroof from below. (Photo: Trevor Hofmann, Canadian Auto Press)

The rear liftgate is powered if you opt for the $500 Convenience package, and stops at pre-programmed heights, this one preset quite low so I kept bumping my head on it. Yes, I could’ve set it to lift higher, but to its credit I was easily able to push it higher manually. The retractable cargo cover is well made and fits nice and tight within its extended position, while the carpeting and finishing of the cargo area is quite good too. Alfa included a rail system in back, also part of the Convenience package, complete with movable hooks for clamping down gear, while the load floor in between can be lifted and removed, exposing a styrofoam compartment underneath. Levers for automatically lowering the 40/20/40 split rear seatbacks are provided to each side, the centre position needing to be folded manually from a pull-tab on top. I like the flexibility of the cargo area, the centre pass-through ideal for longer items like skis, and while a smidge smaller than the aforementioned Audi Q5 at 525 litres (18.5 cu ft) behind its rear seats and 1,600 litres (56.5 cu ft) when they’re fully flat, it should suffice for most peoples’ needs. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The rear seating area is roomy and very comfortable. (Photo: Trevor Hofmann, Canadian Auto Press)

I’m not going to try to directly compare the Stelvio to the Q5 when it comes to the quality of materials, fit, finish and design, but only because they’re so different stylistically. Both are excellent, broken hood latch aside. The Stelvio gets the usual cloth roof pillars, an upscale premium soft-touch dash top and door uppers front to rear, as well as some other nice padded and stitched leather and leatherette on most other waist-height-and-above surfaces, but unlike some in the class its quest to pamper gets marred by hard plastic on the insides of the centre console, plus some sections of the upper door panels and the entirety of the lower door panels. Then again the Stelvio improves on some of its rivals with a glove box lid covered in a premium pliable synthetic, plus it adds more soft stuff to the top sides of the centre console and all of the instrument panel down to its midpoint, while the Ti Sport’s standard aluminum inlays look and feel like the genuine metal they’re touted to be—you can get yours with hardwood if more your style. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The Stelvio offers up a sizeable cargo area, but watch your head on the programmable optionally powered liftgate. (Photo: Trevor Hofmann, Canadian Auto Press)

Additionally, most of the switchgear was up to snuff thanks to reasonably high-quality, dense composites and nice, tight fitment, although some of the rotating knobs felt a tad sloppy, but only because they can be pushed forward, backward, side to side and turned. 

In a market that’s starting to lean toward standard digital gauge clusters, the Stelvio’s primary instruments are mostly analogue, which I must admit is fine with me, especially when they’re done so nicely and conjure up such wonderful thoughts of past Alfa classics. A large colour multi-information display sits between traditional tachometer and speedometer dials, filled with useful functionality yet most of its panels are black and white monochromatic. 

2019 Alfa Romeo Stelvio Ti Sport AWD
A cargo rail system is available for tying down gear, while handy 40/20/40-split rear seatbacks allow stowage of long items like skis. (Photo: Trevor Hofmann, Canadian Auto Press)

Over on the centre stack is an 8.8-inch widescreen infotainment display that looks plenty large and modern enough, but it wasn’t particularly inspiring when it comes to graphics. Certainly the navigation mapping was colourful and crystal clear, not to mention very accurate, and its interface clean, uncluttered and nicely laid out with black backgrounds and fittingly red highlights, but the reverse camera is tiny compared to most on today’s market, coming nowhere near to filling the screen space provided, and therefore making it less than ideal for negotiating complicated parking stalls, especially at night. On the positive, the optional Harman/Kardon audio system was superb. 

2019 Alfa Romeo Stelvio Ti Sport AWD
This is what you’ll find below the cargo floor. (Photo: Trevor Hofmann, Canadian Auto Press)

Features in mind, Apple CarPlay and Android Auto are now standard for 2019, while those heated rear seats are standalone options, as is an upgraded alarm. My Ti Sport tester and the top-line Quadrifoglio can be had with a carbon fibre package this year too, while an available Nero Edizione (Black Edition) adds darker wheels and blackened exterior accents, including the badges, to all trim lines. 

Incidentally, that aforementioned Convenience package also includes a cargo net and a 115-volt household style power outlet, while a $1,000 Driver Assistance Static package adds auto-dimming side mirrors and blindspot monitoring with rear cross-traffic alert. Those wanting yet more advanced driver assistance can opt for a $1,500 Driver Assistance Dynamic Plus package boasting automatic high beams, adaptive cruise control with stop and go, forward collision warning with autonomous emergency braking, lane departure warning, and solar control windshield glass. 

2019 Alfa Romeo Stelvio Ti Sport AWD
These helpful levers let you drop the rear seatbacks automatically while loading from behind. (Photo: Trevor Hofmann, Canadian Auto Press)

As for standard equipment, the base model includes 18-inch alloys, HID headlights with LED DRLs, proximity-sensing access with pushbutton ignition, leather seat upholstery, eight-speaker audio, and the previously noted TFT driver information display, selectable drive modes, and reverse camera. 

Above that, Ti trim ups wheel size to 19 inches while adding aforementioned navigation to the larger 8.8-inch infotainment display, and also includes the genuine hardwood inlays noted earlier, while Lusso trim is all about heaping on the luxury. 

2019 Alfa Romeo Stelvio Ti Sport AWD
The Stelvio is an absolute blast to drive, but it’s wonderfully practical too. (Photo: Trevor Hofmann, Canadian Auto Press)

Regular readers will know I don’t often comment on styling unless a vehicle’s beauty takes me off guard or the opposite occurs, but this is an Alfa Romeo and, partially because of my long love affair with the brand and partly due to being the first I’ve ever reviewed, I feel compelled to say a few words. First, few brands stand out with such distinctive front end styling, its classic V-shaped centre grille plunging deeply past the front bumper like nothing else on the road. A sharp looking set of available LED headlamps bookend each side and big sporty black mesh vents fill in the lower front fascia, while those aforementioned alloy wheels looked particularly attractive in their split five-spoke design, and sportier than the base rims. I love that Alfa adorns each hub with its iconic badge, these placed at each end of the SUV as well, while the LED taillights are nearly as interesting as the headlamps up front, and dual chrome exhaust-tipped lower rear valance nearly as alluring as the front apron. I must say the Stelvio lives up to styling expectations no matter the trim. 

I only wish I saw more of them on the road. Even my exotic sports car and premium SUV filled neighbourhood left me wanting, the Stelvio seemingly as rare as rare can be, while hardly exclusive and therefore comparatively boring Q5s, RDXs, X3s, GLCs and NXs roam rampant. Don’t get me wrong, all of the above are very good luxury SUVs worthy of your attention, but the Stelvio delivers a higher level of styling and driving passion that truly deserves more love. That it also provides all the practicality this segment demands is reason enough to seriously consider it. I can’t promise you Lexus levels of reliability, but one quick stint behind the wheel and you won’t care.

With Alfa Romeo’s curvaceous 4C sports coupe set to herald the marque’s triumphant return to North American shores when   it goes on sale here for the 2015 model year, the big question…

Alfa Romeo appoints four Canadian dealers

With Alfa Romeo's curvaceous 4C sports coupe set to herald the marque's triumphant return to North American shores when it goes on sale here for the 2015 model year, the big question was "Where will they be sold?" Alfa Romeo is owned by Fiat Chrysler Automobiles, which also owns Maserati, and conflicting rumours hinted that the 4C might be sold either through select Fiat dealers, or through Maserati dealers.

Now Fiat Chrysler has answered the dealership question, appointing 86 Alfa Romeo dealer franchises across North America and promising more to come by the end of the year. Most of the franchises appear to be Fiat dealers, although there are a few Maserati dealers sprinkled into the mix as well.

Canada gets four Alfa Romeo dealerships initially, with one in Toronto, one in Vancouver, and two in Quebec. The remaining 82 dealerships are spread across the U.S. Only 33 states will get franchises initially, with the highest concentrations in California, Texas and Florida. Read Full Story