By Michal Kieca
Engine: 1.4 Litre 16-valve Petrol. Power: 125kW @ 6000rpm | Torque: 250Nm @ 2500rpm
Transmission: Six-speed ManualFuel Consumption listed: 5.8 l/100km | Tested: 8.1 l/100km
Price (as tested, exc. on roads): $29,990
Overall Rating: ★★★★
Plusses: Gorgeous, jaw dropping looks, sweet, punchy and frugal engine, refined ride, enjoyable handling, Italian charm.
Minuses: Cheap, dated interior, compromised driving position, brake pedal feel, interior quality issues, not as polished as Golf.
OVERVIEW
Seldom does one find a car with a lineage that can rival the Alfa Romeo Giulietta. Let alone a hatchback that sneaks in at under $29,000. Alfa Romeo’s 100 years have produced some truly magnificent cars, many pre-war when it was a high-end, blue-blooded marque. Alfa has a history peppered with petrol-head perfection, cars built with passion for enthusiasts by enthusiasts. Owning an Alfa was always a fairy-tale, something special, cherished by many.
Post war (when Alfa Romeo became a mid-market premium brand) saw the birth of many legendary cars; the 1971 Alfasud, arguably one of the best front-wheel drive cars ever and the Giulietta’s lineal ancestor that would be succeeded by the 33 (the best selling Alfa ever), the 145/146 and then finally the 147.
The Giulietta’s name traces its roots back to 1954, to a divinely pretty coupé that was a precursor to the ’55 Giulietta saloon. It is an old name, promising new success for the ailing brand worldwide.
Now the Giulietta is much more realistically priced in Australia, much better value for money, drives beautifully and has all of the Italian goodness, charm and flair that one could dream of. Alfa is back.
DESIGN: ★★★★★
This is an extremely important car for the brand as well as the entire Fiat Group, after all it must spearhead the renaissance of ‘soul’ and ‘passion’. The Alfa Romeo Giulietta’s new platform is modular, allowing flexibility in both body style and mechanical hardware. From the start it has been designed to make the Giulietta lighter and much safer than the 147. The platform needs to be good, as it’s providing the base for so many different cars.
The Giulietta must form the bedrock of Alfa’s business and from sales already seen overseas it certainly has.
Giulietta’s looks could only have come from the Milanese brand. The car turns heads like few others. Whilst it may not be quite as delicately pretty as the 147 that it replaces, but its more solid presence – both visually and literally – lends it a quietly stylish confidence.
From the front, Alfa has carried on the tradition of the pushed out ‘nose’, the trademark grille as well as the sculpted headlights, inspired by the firm’s 8C Competizione. Design highlights include a quartet of LED daytime running lights which are vertically arranged within the front clusters.
The car has many Alfa touches that help lift it from the run of the mill hatchbacks in terms of styling. The rear door handles are integrated into the window frame, an arrangement pioneered by the 156 that helps this five-door resemble a three-door. Red LEDs in the tail-lamps form a pleasingly distinctive ‘9’ turned on its side. The entire rear is a thing of beauty; it is bold, sporty and contemporary. I’m sorry but this is no longer a car but art. The twin exhausts add a dash of sporting intent. The rather desirable Alfa badge on the boot also doubles as a convenient keyless electric tailgate release.
THE INTERIOR: ★★★
The massive silvered dashboard insert is the most striking feature of the Alfa Romeo Giulietta’s interior. The Giulietta’s instruments have been designed in typical Alfa fashion; they are presented in a hooded binnacle that’s been an Alfa feature for decades.
A high quality soft-feel moulding can be found along the edge dashboard, yet other plastics are much harder and brittle. Quality is definitely not on par with the new Golf, nor is attention to detail inside, but, overall, the Giulietta’s cabin still looks classy, no doubt lifted by the piano-black plastics near the gear lever as well as on the armrests.
The driving position is adjustable thanks to a 4-way adjustable wheel and a driver’s seat height adjuster. Despite all of this the Giulietta still suffers from long-arm, short-leg syndrome that has plagued many Italian cars in the past and given drivers just about every ache available. Yes, those days are still alive and well, even in 2013. Some drivers might even have their instruments obstructed by the wheel itself, if they want it set lower. The pedals are grouped too close together and are all too high off the ground, making heel and toeing rather difficult. What is more annoying however is the centre console that allows little room for your left foot. Ergonomics are clearly an issue in the Giulietta.
The cabin is reasonably spacious in the front and in the back. The back seat provides decent support – if not the class best. Rear-headroom is not great; blame that lovely coupe roofline. Overall, 4 passengers should be fine for a long trip in the Giulietta.
The boot is much bigger than the 147’s and provides a bag hook, power socket and recesses to store bottles. Other storage places are dotted around the cabin, with armrests for both in the front and rear.
PERFORMANCE: ★★★★★
Alfas are all about go, and the 1.4 MultiAir defies belief. It is one of the best internal combustion engines ever produced. It provides a solid shove, regardless of engine speed. Performance is effortless over roads of all kinds, infusing this Giulietta with just the kind of zest that you’d expect from an Alfa. The car makes real the seemingly impossible combination of strong power and torque, lively performance and extremely frugal Euro 5 emissions standards. The car is ultra frugal and even on test didn’t slurp too much (8.1L).
The DNA lever sharpens throttle response and allows the engine to perform to the best of its abilities, endowing the Giulietta with unbelievable performance from a 1.4. The gearchange is a delight; smooth and satisfying, the clutch not too vague. The stop-start works well, killing the engine just before the car halts and then restarting it when you lift of the clutch.
RIDE AND HANDLING: ★★★★
Alfas are also about handling and ride just as much as performance. I’m pleased to say that the Giulietta will be a delight to most enthusiasts. Some recent Alfas have been particularly disappointing, with the MiTo springing immediately to mind. The Giulietta, with its new platform and suspension hardware, is the first car in a while to recreate that intrinsic magic of the Alfasud. The aluminium MacPherson struts up front and multi-link rear are complemented by a comprehensive suit of electronic hardware - including the electronic Q2 differential, which emulates the mechanical version by braking individual wheels.
The DNA switch also changes steering weight and responsiveness. The car turns in keenly, holds its line and is willing to be adjusted on the throttle, showing impressive balance.
However, the handling is not what first strikes you about the Giulietta. If you’re used to current Alfas, you won’t believe what the engineers have managed to achieve. The ride quality is superb; the wheels just seem to pommel imperfections in the road into submission with cushioned pliancy. It’s right up there with the Golf and Focus when it comes to refinement too, although there is some noticeable tyre roar and wind noise.
The steering is quite good for an electrically assisted set-up too, even if its resistance is not as seamless as that of the Ford Focus.
The brakes are strong and complete the pleasing dynamic repertoire, yet the pedal has an awkward wooden feel, just before the ABS kicks in.
VALUE AND FEATURES: ★★★★
The Giulietta is great value for money, no doubt helped by the massive $6000 price reduction. It is well equipped and when you consider the technology on offer, the asking price is very reasonable. The MultiAir Distinctive gets a decent audio system, Bluetooth connectivity as well as automatic headlights, wipers and a self-dimming electro-chromatic rear-view mirror. Let’s just hope that none of all this equipment goes wrong after the warranty runs out, as Alfa has a lot to prove in terms of reliability. Many have historically been affected by various gremlins, both electronic and mechanical, all of which have been expensive to fix.
SAFETY: ★★★★★
The Giulietta comes full of passive and active safety features. ABS, brake-force distribution and brake assist with ESP and TCS are standard. The car has 6 airbags and achieved a 5 star EuroNCAP rating. When tested by EuroNCAP 2 years ago, the Giulietta was the safest car in the segment and still is, with a score of 97% achieved during the crash-test.
VERDICT:
The Giulietta marks the revival of Alfa Romeo and is a welcome return to form for the iconic brand. Its new platform delivers on chassis dynamics, packaging, safety and also refinement, it is a complete car that also possesses the gob smacking looks of a supercar. Throw in exclusivity, that Cross and Serpent badge and the Giulietta is a winner. A ‘proper’ Alfa then, and arguably the greatest since the early 80s.
All images/media © Chrysler Australia
The 2013 VF model line-up heralds the biggest update to Holden’s enduring Commodore sedan, Sportwagon, Ute and Caprice range since VE and WM were introduced in 2006.
Holden’s entry level Evoke sedan with frugal 3.0 litre SIDI V6 now achieves fuel economy of 8.3 litres per 100 kilometres, a 6.7 per cent improvement over the model it replaces. But perhaps the most significant fuel economy improvements are reserved for models powered by Holden’s 3.6 litre SIDI V6, which are now up to 8.2 per cent more efficient. Meanwhile, all VF luxury and performance models powered by Holden’s Gen IV V8 now achieve fuel economy under 12.0 litres per 100 km in the official ADR81/02 test.
New Global A electrical architecture also enables a world of new technology features making Commodore the most technically advanced vehicle ever designed, built and engineered in Australia. VF introduces the innovative MyLink entertainment system on every model, complete with eight-inch colour touch screen, embedded technology including voice recognition and Siri Eyes Free integration, full iPod integration with Gracenote® technology and built-in apps like Pandora® and Stitcher SmartRadioTM.
By Michal Kieca
There is no getting away from it that the original 1-Series was not an exactly pretty car. With this model, BMW promises more dynamic handling, a roomier interior and fresher, more modern contemporary looks. Longer than the old 1-Series by 85mm, the current car has a wheelbase that has been extended by 30mm, with 21mm of that extra length gone to additional rear legroom. Both tracks have been widened, too, by around 40mm at the front axle and over 60mm at the rear.
Without exaggerating, I can say that certain 2+2 coupés accommodated rear seat passengers better than the original 1-series hatchback did. But thanks to longer rear doors, the current car is one that you could justly describe as being large enough for most people. The legroom in the back is much improved with enough space for headroom too. The massive transmission tunnel does hinder foot-room for the centre passenger though. The BMW is still not exactly a practical car, but it’s usable enough.
In the front, there’s plenty of headroom, shoulder space and legroom, and drivers should be able to find their perfect driving position. There is an abundance of telescopic adjustment on the steering wheel, and the comfortable seats also provide vast adjustment. The centre stack is ever so slightly angled towards the driver, dividing the driver and front passenger zones. It’s an attractive interior that seems well judged for an entry-level BMW, if a little short on flair and excitement.
The new 1-Series is 5% cheaper than before and comes well equipped with stop/start, brake energy recuperation, alloy wheels as well as BMW’s excellent iDrive system. This is also the only small hatchback with rear-wheel drive, which does count for a lot. Unfortunately this is where the 1-Series’ good points in terms of value end. The car is overpriced, especially compared to the new Golf, which is a vastly better car for less money. The BMW might have rear-wheel drive and an arguably better badge on the front, but it just can’t justify the enormous 6-grand price difference over the Golf. 
Engine: 1.4 Litre 16-valve Petrol. Power: 125kW @ 6000rpm | Torque: 250Nm @ 2500rpm
Transmission: Six-speed Manual
The Giulietta’s name traces its roots back to 1954, to a divinely pretty coupé that was a precursor to the ’55 Giulietta saloon. It is an old name, promising new success for the ailing brand worldwide.
This is an extremely important car for the brand as well as the entire Fiat Group, after all it must spearhead the renaissance of ‘soul’ and ‘passion’. The Alfa Romeo Giulietta’s new platform is modular, allowing flexibility in both body style and mechanical hardware. From the start it has been designed to make the Giulietta lighter and much safer than the 147. The platform needs to be good, as it’s providing the base for so many different cars.
The Giulietta must form the bedrock of Alfa’s business and from sales already seen overseas it certainly has. 
The car has many Alfa touches that help lift it from the run of the mill hatchbacks in terms of styling. The rear door handles are integrated into the window frame, an arrangement pioneered by the 156 that helps this five-door resemble a three-door. Red LEDs in the tail-lamps form a pleasingly distinctive ‘9’ turned on its side. The entire rear is a thing of beauty; it is bold, sporty and contemporary. I’m sorry but this is no longer a car but art. 
The cabin is reasonably spacious in the front and in the back. The back seat provides decent support – if not the class best. Rear-headroom is not great; blame that lovely coupe roofline. Overall, 4 passengers should be fine for a long trip in the Giulietta. 
