2019 Alfa Romeo Giulia Ti: We drive Alfa’s gorgeous sedan for any masses (and you should not break up)
It's as simple as this: I really enjoy the way this car looks — and just how I think it can make me look when driving. The Giulia's fresh face bears exactly the required quantity of aggression; its gorgeous proportions don't scream "examine me" but instead cause double takes from passers-by who, at first glance, simply perceive a sedan before some primordial quadrant on the brain flags getting an ongoing.
It is special, too — the 1st Alfa sedan entirely on these shores because the 164; the earliest properly rear-drive Alfa sedan here considering that the Milano; the first rear-drive four-cylinder Alfa sedan because the Berlinas and Alfettas with the 1970s.
Yes, I'm an admirer. I've for ages been an Alfa fan. I own a classic Spider now, we covet this Giulia's namesake within the 1960s. I've taken glorious, oil-guzzling trips in GTVs and helped push-start cantankerous Milanos. Just before you assume my leanings may prevent objectivity, take into consideration that I would be the hardest buyer for Alfa Romeo to impress: I realize exactly what the logo and its cars are capable of, anything they should sense that. I’d come predisposed toward the marque, however also bring exceedingly high expectations not limited by oil on the driveway and grinding second-gear synchronizers.
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Gallery: Alfa Romeo Giulia Ti interior
The Giulia Ti's basic stats should entice anyone: turbocharged 2.0-liter I4 placed longitudinally, set back while in the chassis; eight-speed automatic transmission (though I had to verify this spec repeatedly for the reason that Giulia behaves prefer it includes a dual-clutch); rear drive; big disc brakes whatsoever four corners. An excellent sports sedan recipe, but specs alone don't complete a good car.
Light, lively handling, conversely, does, plus the Giulia has it in spades. The quick-ratio power steering doesn't share the same feel as, say, the Giulia's baby brother 4C and its particular manual rack, but the same linearity occurs — you are aware of precisely where you're pointing this car, then digs in and bites very challenging to cornering. Seem like a little bit of drift? Keep turn on and hang up it wide — the traction control gives you enough squeal and smoke to obtain the kids laughing without letting things get out of line, even just in everyday "natural" setting to the three-position drive-mode adjuster.
The 2.0-liter turbo four is pushed sources that are within the engine bay looking for the best weight distribution. Photo by Autoweek
Power delivery is less consistent, especially in daily commuting. The peaky turbo engine and it is high-strung transmission are tons of fun in hard driving — really at anything over 20 mph — even so the tuning is unpleasant while in the stop-and-go traffic a lot of people frequently put up with. Low-speed output is jerky and nonlinear, behaving very much like a beginning dual-clutch car. Relaxing in gridlock, it lags when traffic starts moving again — then the boost turns on along with the trans grabs, launching you forward, requiring a painful stab of the brakes when everyone slows again as the transmission doesn't find a way to need to coast. It's enough to help you be covet the Fusion Hybrid gliding effortlessly within the next lane — it's definitely not as cool looking, nonetheless guarantee its driver isn't employed as hard since you are, either.
Of course, if you're purchasing a Giulia, even great deal of thought, you're thinking of the sacrifices Italian car ownership would require. I can't address long-term issues — my relationship utilizing this type of car was exactly 5 days long, but I've heard the stories about significant, debilitating problems experienced various reviewers. I've witnessed total crapout using a Giulia myself; fortunately for Ti intenders is the fact the many problems I know of have occurred when using the high-strung Quadrifoglio models. The Ti exhibited nothing that is categorized like a glitch or problem.
A quirk, though? Absolutely. There doesn't seem like however to show over irritating "easy entry" feature that slides the driver's seat backward once the car is turned off, crushing your rear-seat passengers. The steering-wheel-mounted "start" button takes getting used to. The elegantly integrated infotainment screen washes outside in bright sunlight.
None of them issues are deal breakers, and for the Alfa's perfectly reasonable $40-50K, I wouldn't hesitate to consider a possibility at a Giulia. Yes, I'd probably lease it, harmless. Then I'd park it over my Spider's driveway oil stain purely to cause it to be seem more … authentic.
Options: Ti 19-inch sport package: 19-by-8-inch dark five-hole aluminum wheels, 225/40R/19 all-season performance tires, Sport front and rear fascias, gloss black window surround moldings, custom painted brake calipers red with white script, sport leather seats, manual adjusting thigh support, sport leather-wrapped tire, aluminum steering-column-mounted paddle shifters, bright aluminum pedals ($2,250); Rosso Competizione tri-coat exterior paint ($2,200); Driver Assist Dynamic Plus Package: Adaptive cruise control with stop, lane-departure warning, automatic high-beam headlight control, infrared windshield ($1,500) Dual pane sunroof ($1,350); Ti Performance package: Active suspension, mechanical limited-slip differential, power adjustable bolsters ($1,200); 8.8-inch AM/FM/HD Bluetooth radio with navigation ($950); Harman Kardon Premium head unit ($900); Driver Assistance Static Package: Blind-spot and cross path detection, auto-dimming exterior mirrors ($650)
On Sale: Now
Base Price: $40,990
As Tested Price: $51,990
Powertrain: 2.0-liter DOHC turbocharged I4, RWD eight-speed auto
Output: 280 hp @ 5,200 rpm; 306 lb-ft @ 2,000 rpm
Curb Weight: 3,636 lb
Fuel Economy: 24/33/27(EPA City/Hwy/Combined)
Pros: Gorgeous looks; light, lithe handling, ample power
Cons: Some odd ergonomics; not smooth in stop-and-go driving