2018 Alfa Romeo Stelvio Suv Impresses REVIEW
Channel: Premium Cars
Date: 2018-01-13

Last year, Alfa Romeo dealers sold 516 cars in the U.S., 143 fewer than in 2015. Through May this year, 2,702 have found homes, thanks to the Giulia sedan coming on line. Alfa could sell way more, now that it has its very own SUV. That would be the 2018 Alfa Romeo Stelvio, named after the harrowing, 48-corner mountain pass in the Italian Alps. The Stelvio is critical to any kind of momentum Alfa hopes to build because, well, it’s an SUV -- all the cool kids are doing it, and why not? Midsize luxury utilities are the U.S. market’s fastest-growing segment at the moment.

Alfa boss Reid Bigland has said publicly he thinks the Stelvio is up to the job. He says people are going to buy Alfa’s latest because its driving dynamics will blow them away. He has insisted that’s what every Alfa must be about and that the Stelvio won’t disappoint anybody.

Alfa’s newest SUV (not its first, though -- who can forget the Matta, built from ‘51 to ‘54?!) made its world debut at last fall’s LA show. It goes on sale in July (right on time, Alfa said, unlike the Giulia), wearing a $41,995 base sticker. It rides on FCA’s rear-drive Giorgio platform, also underneath the Giulia sedan. They have the same wheelbase, while the SUV is 2 inches longer overall and 8.9 inches taller. The Stelvio is built alongside the sedan at FCA’s plant in Cassino, Italy.

Two engines are on tap: a 2.0-liter direct-injected turbo-four (280 hp/306 lb-ft) in base, Sport and three Ti models, with the mighty 2.9-liter twin-turbo V6 (505 hp/443 lb-ft) coming early next year under the Quadrifoglio’s hood. Let’s not forget this engine’s bloodline: It’s the twin-turbo V8 in Ferrari’s GTC4Lusso T, 488 and California T, minus two cylinders. Alfa says it’s good for a 3.9-second 0-60 mph time and also has cylinder deactivation. Regardless of engine choice, weight savings is key: The Stelvio’s front and rear subframes, suspension pieces (control arms front, multilink rear), fenders and doors are all aluminum while the rear crossmember contains composite plastics.

Handling the power is an all-wheel-drive system able to transfer up to 60 percent of torque frontward if needed; otherwise it’s 100 percent rear-wheel biased. It works with what Alfa calls the Chassis Domain Controller (CDC) and DNA drive-mode system. Like in the Giulia, the drive-mode system has dynamic, natural and advanced efficiency modes, adjusting accordingly the turbo-boost pressure, throttle response and (on the Ti and Quadrifoglio) suspension settings.

The base car’s equipment includes 18-inch aluminum wheels, chrome exhaust tips, LED lamps front and rear, 7-inch TFT display, eight-speaker stereo, backup camera and a whole lot more. Sport upgrades include 19-inch wheels, aluminum interior trim and a beefier suspension. Ti adds heated seats and steering wheel plus an 8.8-inch screen while the Ti Sport gets 20-inch wheels, 12-way power seats and the Ti Lusso has wood interior trim.

Walking around the Stelvio it looks like, well, a taller Giulia. That’s a good thing -- check out the body-side crease and the hood and grille, the short overhangs and coupeish roofline, all of which look good. The well-built interior also looks familiar if you’ve been in a Giulia. The Stelvio’s is stylish, with a large tach and speedometer front and center, starter button mounted on the racy flat-bottomed steering wheel and snug, comfy buckets. Apple CarPlay and Android Auto are standard -- the cost of doing business these days.

The engine start stop button is mounted on the steering wheel just like a Ferrari.

The Execution

As for Bigland’s comment about blowing customers away, is he right