Alfa Romeo Giulia VS Audi A6
Alfa Romeo Giulia
- Great tough looks
- Fantastic engine
- Excellent handling
- Road noise filters in cabin
- A and B pillars obstruct view
- Softer suspension does mean bouncy ride at times.
- Clinical personality
- Steering feel
Alfa Romeo Giulia
You know how in the movie Rocky III Rocky Balboa has become all rich and successful, but unfit and he can’t really box to save himself.
Then the young maniac boxer James 'Clubber' Lang (awesomely played by Mr T) challenges him to a fight and his trainer tells him he’ll lose, but he fights him anyway, and gets knocked out.
But then he asks for a rematch, and Rocky trains hard and makes a comeback to beat Lang. Well that never happens. If it was the real world Rocky would have been beaten again.
Alfa Romeo is a bit like Rocky. The Italian carmaker used to be unbeatable in speed and looks – it won the first ever Formula One Grand Prix in 1950.
Alfas were drop dead gorgeous too, but then - like Rocky - things started to go downhill. It got successful, unfit and old. Yes, occasionally there were flashes of the genius we once knew, but if a car maker takes enough hits there’s every chance it will never get up again. Alfa Romeo had become a joke. It hurts to write that.
But there’s a big difference between Rocky and Alfa because a car maker can start afresh, build a fighter with a new body, more powerful fuel-pumping heart, stronger bones and given the right trainer it could become formidable.
Well that’s what Alfa hopes. The fighter’s name is Giulia. The trainer is Roberto Fedeli. The story goes that the head of Fiat Chrysler Sergio Marchionne could see Alfa was circling the plughole and called in the only person he felt that might just have a chance of being able to reach in and save it before it went down.
That was Ferrari’s chief engineer Fedeli. Told to fix it or look for a new job, Fedeli reckoned it was possible, but he needed some money…five billion Euros in fact. Oh, and he’d need a team… of 800 designers and engineers. He wasn’t mucking around.
When the Giulia made its world entrance in 2016 the star of the range – the hardcore Giulia Quadrifoglio (or QV for short) stepped into the ring dripping in carbon fibre with an engine that had Ferrari’s finger prints all over it and mouthing off about having just set the new lap record at the Nurburgring.
It’s mission is to lead Alfa Romeo’s comeback… and slay BMW’s M3 on the way there.
Now, we recently had the chance to drive the new Giulia Quadrifoglio on a track and it made us so happy you could tell we were grinning even though our helmet. But what is it like to drive on the road? We found out at its Australian launch. How did it handle the real world? Does it have what it takes to beat the M3 and Mercedes-Benz’s C63 S? More importantly is it enough to save Alfa Romeo?
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
As its name implies, Audi's A6 lives in the luxury sedan zone between the brand's volume-selling, mid-size A4 and limo-length A8.
Although it sits in the same size, price and performance ballpark as BMW's evergreen 5 Series and the Mercedes-Benz E-Class, traditionally it hasn't been able to lay a glove on the other German 'Big Three' competitors in terms of sales in the Australian new car market. Although it does manage to topple the seemingly unloved Jaguar XF and Lexus GS.
So, what to do? After seven years in market, the fourth generation (C7) A6 departed the local market in June this year, and the fresh metal designed to push Audi up the leader board stands before you.
Revealed in Germany early in 2018, the fifth-gen (C8) A6 brings new engines, leading edge safety, upgraded media tech, and an evolution of the brand's distinctive design language.
We scored an early, preview drive to see if the A6 has what it takes to challenge the '5' and 'E'.
|Fuel Type||95 Ron Premium Unleaded|
Alfa Romeo Giulia8.6/10
Absolutely stunning – both to drive and in looks. This is a monster, but one you can live with safely and practically. Proper rear seats, a proper boot and proper performance. A quality feeling package that feels more than a bit Ferrari but entirely Alfa Romeo. It does everything the M3 can. This looks very much to be a prize fighter that will lead Alfa Romeo’s comeback.
Comment call to action: Do you reckon the Giulia Quadrifoglio will make Alfa the next big thing? Let us know what you think in the comments below.
The new Audi A6 55 TFSI quattro S line is a composed, rapid, top-shelf luxury sedan. It's comprehensively equipped, with safety tech a stand-out, and priced to chip away at BMW and Merc's segment dominance. Owners in this part of the market tend to be rusted on loyal to their preferred brand, though, and it will be interesting to see of this impressive newcomer can shake a few of them loose.
Could this new A6 tempt you out of your 5 Series or E-Class? Tell us what you think in the comments section below.
Alfa Romeo Giulia9/10
With its long, nostrilled bonnet, high roofline, short tail and almost no overhangs to mention there’s more than a sniff of BMW 3 Series going on. That’s no bad thing – its intentions are clear.
It’s actually smaller than the M3. The dimensions reveal that at 4639mm the Giulia Quadrifoglio is 32mm shorter end to end than the Beemer, but only 4mm narrower at 1873mm in width and just 2mm taller at 1426mm.
The Giulia is light at 1585kg thanks to the driveshaft, roof, bonnet, front splitter, plus the rear spoiler and side skirts being made of carbon fibre. Meanwhile the engine, suspension, brakes doors and wheel arches are all aluminium.
Inside, the cabin swallows you up in stitched leather, there’s a dash that that swoops and curves in front you and holds the impressive display screen. Many Alfa cabin traits are there such as the driver-orientated controls which tend to make the front passenger feel like, well just a front passenger.
Under all of this is an entirely new platform called Giorgio – it’s scalable like Volkswagen’s MQB. This means the Giulia is just one of the cars to be based on it – the Stelvio SUV also uses it and Alfa says there are more to come.
In recent years Audi has shown impressive commitment to design consistency, with signature elements like the 'Singleframe grille', crisp, angular lines and tightly wrapped surfaces obvious unifying factors.
But the line between consistency and sameness is a thin one, and you could argue a strong case that, scale aside, all Audis from the last decade look much the same. And while this all-new design sharpens and tweaks the brand formula it's hardly a clean-sheet revolution.
Our test car's mega (optional) 21-inch alloys are further proof that Audi is currently playing a strong wheel design game. They fill the wheelarches to capacity and arm wrestle with the massive grille for visual prominence.
The standard S line exterior package incorporates specific front and rear bumpers with honeycomb inserts, side air inlet grilles in 'matt titanium black' with inserts in 'platinum grey', rear diffuser in the same black, this time with chrome trim, side sill trims, and illuminated aluminium door sill trims with S logo at the front.
The strongly curved roofline accentuates the car's steeply raked C-pillars, giving it a close to fastback style. Short overhangs accentuate the carefully sculpted, muscular look.
The interior is a model of design quality mixed with Teutonic restraint, the dash and instrument cluster layout showcasing the three digital screens covering instruments, media as well as heating and ventilation.
Long, horizontal vents are an Audi design favourite, the seats look and feel superb and the entire cabin reeks of quality and attention to detail.
Alfa Romeo Giulia9/10
I don’t normally fit Alfa Romeos because I have Viking ancestry and don’t come from a land where the people have short legs and long arms. So as much as I’ve liked driving Alfas, when I do my legs are cramped and yet I feel too far from the wheel.
Not so in the Giulia, everything feels the right distance away. And the pedals, which in other Alfas are far too close and cause me to constantly hit the brake and accelerator at the same time just because my feet aren’t like a ballerina’s are a proper distance apart. Not once did I embarrass myself with my ‘brakcellator’ trick.
Room in the back is excellent – it’s a four seater and even at 191cm I can sit behind my own driving position with a good three fingers space between my knees and the seatback.
Boot space is also excellent and matches the M3’s 480 litres.
Storage inside is good in some places – such as wide the centre console storage bin, but not so great in others – the door pockets are only enough for small bottle and there only two cupholders – they’re in the front.
At just over 4.9m long, close to 1.9m wide, and a little under 1.5m high the new A6 is marginally longer and wider, yet fractionally lower overall than its predecessor. And each of those key measures are within millimetres of its core competitors.
So, large rather than huge, yet while the wheelbase has stretched 12mm, Audi says it has eked out an extra 21mm of interior length.
Room for the driver and front passenger is generous, with ample storage provided, including dual (covered) cupholders in the centre console (also incorporating a 12-volt outlet and key holder slot), a decent glove box, and door bins allowing easy bottle storage)
The lidded storage box/armrest between the front seats is relatively shallow but includes a wireless Qi (chee) charging mat (for compatible devices), plus SIM and SD ports, as well as a pair of (Type-A) USB sockets.
Those in the back are in equally good shape. I was able to sit behind the driver's seat set for my 183cm position with heaps of head and legroom on offer.
The fold-down centre armrest features a lidded storage tray and twin pop-out cupholders. There are netted pockets on the back of each front seat and the door bins are big enough for large drink bottles.
Three adults across the rear is definitely do-able, but not a realistic long-distance option.
Ventilation, connectivity and power are also well buttoned down for back-seaters with the standard spec including climate control adjustment for the rear, plus two USB ports and a 12-volt socket.
For the record, our test example was upgraded with the 'Rear Seat Comfort Package' ($2500) consisting of four-zone climate control, heating for the two outer positions and 'extended upholstery' for the door armrest and centre console. The two central vents are also supplemented by additional adjustable outlets in the B-pillars.
Boot capacity is around the average for the class at 530 litres, and the A6 swallowed our three-piece hard suitcase set (35, 68 and 105 litres) with masses of room to spare, as it did the jumbo size CarsGuide pram.
In fact, it was able to take the biggest case as well as the pram at the same time, which is pretty impressive. Drop the 40/20/40 split-folding rear seat to liberate even more volume.
There are pop-up tie-down anchors at each corner of the boot floor, a netted storage cavity behind the passenger side wheel tub, a 12-volt outlet on the driver's side, a handy fold down shopping bag hook, an elasticised net is included, and a space-saver spare sits under the boot floor.
Price and features
Alfa Romeo Giulia9/10
The Quadrifoglio is the king of the Giulia range and lists at a right royal $143,900. Sounds like a fair bit of coin, but it undercuts the M3 Competition’s $144,615 and C63 S’s $155,510.
Standard features are excellent – there’s the 8.8-inch display, 14-speaker Harman Kardon 900w sound system, the carbon fibre bonnet, roof, side skirts and rear spoiler and carbon fibre interior trim, leather and Alcantara upholstery, the steering wheel with starter button, quad exhaust tips, aero curtain on the front bumper, active aero splitter, rear diffuser, B-Xenon adaptive headlights with auto-high beam, aluminium pedals and advanced safety equipment which we’ll tell you about, too.
The $100K barrier is a substantial one, and the Audi A6 55 TFSI quattro S line well and truly vaults over it, landing at a price of $116,000, before on-road costs.
For context, BMW's 530i Luxury Line weighs in at $111,900, Jag's XF 35t S will set you back $128,528, the Mercedes-Benz E300 sits at $111,642, and the Lexus GS350 Sport Luxury will lighten your wallet by $106,312.
So, you'd expect this top of the three model A6 range to be packed with standard features as part of the pitch to win market share from BMW, Merc and Co. And sure enough this car is laden down with enough fruit to satisfy Carmen Miranda's milliner.
Included are 20-inch alloy wheels, sports suspension (with electronically controlled adaptive dampers), matrix LED headlights (with LED DRLs, dynamic cornering lights, auto headlight range control and rear dynamic indicators), keyless entry and start including a sensor controlled (leg swish) boot release, electric heated sports seats for the driver and front passenger (including memories for the driver), 'Valcona' leather upholstery (door trim inserts in Alcantara), three-zone climate control air, a flat-bottom leather-trimmed sports steering wheel (with manual gearshift paddles), 'aluminium fragment' interior inlays, ambient lighting, and aluminium illuminated front door sill trims (in S design).
Plus, there's Audi's smartphone interface providing Apple CarPlay and Android Auto connectivity, 'Qi' wireless charging, 10-speaker/180-watt audio driven by a six-channel amp and featuring digital radio, the 12.3-inch configurable 'Audi Virtual Cockpit' digital instrument cluster, a head-up display (colour, with speed, nav and assistance info), 10.1-inch high-res colour media touchscreen, 'Navigation Plus' (with 3D map display including places of interest and city models), and a third 8.6-inch colour display for the climate control system (with handwriting recognition and a favourites list).
The recently introduced 'myAudi' app also allows you to connect to the car and access real-time info on everything from how much fuel's in the tank, to maintenance milestones, and service warnings. You can remotely lock and unlock the car, plan journeys (at home) and send destinations and routes directly to the car.
On top of that lot, our test car featured a quartet of options starting with air suspension ($2000), stepping through metallic paint ($2200), to the 'Rear seat comfort package' described in the practicality section above ($2500), and 'Premium plus package 1' ($9800) which tips in Bang & Olufsen's '3D Sound System' (16 speakers, 15-channel amp, and 705-watt output), HD matrix LED headlights, panoramic glass sunroof, privacy glass (rear and rear side windows), LED interior lighting package (30 selectable colours and six colour profiles), electric opening and closing boot lid, electric steering column adjust, S line interior package (S line embossing on the front seats, perforated leather steering wheel grips, inlays in dark matt brushed aluminium and stainless steel pedal and footrest faces), plus 21-inch alloys. The final price, before on-road costs, totting up to $132,500.
Engine & trans
Alfa Romeo Giulia10/10
When it comes to six cylinder engines it’s hard to beat an inline six – the balance is near perfect, they scream and BMW’s delivers its power beautifully.
The Giulia has a V6. It’s a 2.9-litre twin turbo that makes more power than the M3’s 331kW at 375kW and also more torque at 600Nm.
It is a potent power plant and Alfa won’t say it too loudly, but with the same bore and stroke as the V8 in Ferrari California T it’s pretty much the same thing only with two cylinders chopped off.
Sending all that grunt to the rear wheels is an eight-speed ZF automatic transmission – I have pictures of this transmission on my fridge – it’s in a lot of cars and I am yet to find another road car transmission I like more.
A claimed 0-100km/h time of 3.9 seconds beats the M3 by 0.2 seconds.
The VW Group (EA839) engine used in the A6 55 TFSI is a 90-degree, 3.0-litre, all-alloy, single (twin-scroll) turbo V6 featuring direct-injection, variable camshaft adjustment (intake and exhaust side) and variable valve timing on the inlet side.
It produces peak power of 250kW from 5000-6400rpm, and maximum torque of 500Nm between 1370rpm and 4500rpm.
A 48-volt mild hybrid electrical system recovers regenerative braking energy to power the stop/start system and enable coasting (for up to 40 seconds) between 55-160km/h.
It consists of a 10 Ah lithium-ion battery under the boot floor, a water-cooled belt alternator starter (BAS) mounted to the engine's front end, with a V-belt connecting it to the crankshaft.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.2L/100km, the A6 55 TFSI emitting 164g/km of CO2 in the process.
Over five days of city, suburban and freeway running we recorded a figure of 8.8L/100km, courtesy of the on-board computer. Pretty impressive for a close to 1.8-tonne luxury sedan.
Stop/start is standard, minimum fuel requirement is 95 RON premium unleaded, and you'll need 72 litres of it to fill the tank.
Alfa Romeo Giulia9/10
Starting in the Giulia with the optional carbon-ceramic brakes ($13,000) and the equally optional carbon fibre sports buckets ($7150) we joined Port Macquarie’s peak-hour traffic. Those anchors felt ‘doughy’ first thing in that cool morning and it wouldn’t be until they had some serious heat in them that they’d start to come to life. That wouldn’t be long because we were heading for the hills where great roads waited. But it gave us a good chance to drive this car in ‘normal’ conditions.
Straight away that ride felt so comfortable, so soft even that I was worried it affect handling later. I’d just got out of testing a BMW M3 which feel rock hard even on a ‘soft’ suspension setting. Steering was one-finger light. The dash is high, the window sills are high, the Recaros felt tight.
As we trundled down the main street that V6 gurgled deeply in third gear – that didn’t sound like any V6 I’d driven lately. Coming out of a roundabout and a gear change back to second and the V6 stirred louded but kept its throaty roar – this was special. Dabbing the accelerator the nose lifted up. This thing wanted to go. It felt light, ‘pointable’. Everything felt light – from the accelerator pedal to the steering and body weight. It was happy to stay on the leash. Well behaved, patient.
As we left the city behind I clicked the drive mode from ‘Natural’ into Dynamic and with heat now in the brakes decided to see what $5 billion euros and 800 engineers and designers felt like.
With acceleration so hard each shift upwards felt like a punch in the back. Those turbos are wound up with 35psi of boost it’s not until second gear that it rushed it then it’s time to for third and fourth. Using those giant paddles it’s hard to shift fast enough to keep up.
The only thing more impressive than the acceleration are those ceramic brakes – we’re talking 100km/h- 0 in 38.5 metres.
Swapping into a Giulia Quadrifoglio with standard brakes and seats I found stopping power was still impressive – those seats actually more comfortable for me.
As we scrambled through the tightest corners through the bush heading higher and higher it became clear that this was different from the M3. The BMW feels harder, firmer, more planted. But the Quadrifoglio was just as adept but did it in a softer more flowing fashion. It’s was agile, changing direction as easily as you could think it.
Also changing direction in the front splitter – it’s active meaning it moves up or down depending on when you need the extra down force.
It’s more powerful than the M3 and you can feel it – it’s wilder, less serious and slightly crazy, but smoother and softer in its suspension – there were times we scuffed the front splitter in dips.
There’s road noise – lots of it on the course chip. That is probably the only complaint. That and visibility front and side is hampered by the thickness and placement of the A and B pillars. The indicators are confusing and hard to stop indicating… but these are small things.
At full roar the Quadrifoglio bellows likes it has so much more to give, the M3 screams into battle.
Both are so so good, and do the same job, but differently.
The A6 55 TFSI's S line tag infers sporty performance, and there's no doubt 0-100km/h acceleration in a claimed 5.1sec is rapid.
As is increasingly the norm with Vee engines from the 'Big Three' German brands this one has its single, twin-scroll turbo located in the V6's 'hot V' to shorten gas paths from the exhaust to the turbo, and from the turbo into the inlet side.
The aim is to sharpen throttle response and deliver power in a smooth, linear flow. And with maximum torque available from just 1370rpm all the way to 4500rpm, that's exactly the way it feels.
Select Sport mode, squeeze the right-hand pedal, and the V6 delivers a firm, consistent shove in the back. Keep pushing and peak power arrives at 5000rpm, remaining on tap all the way up to 6400rpm, on the cusp of the engine's rev ceiling.
But don't expect a brash, macho personality. The A6 is quietly quick, remaining composed and relatively quiet as speed rises.
Low noise acoustic glass is a key factor here, as is a comprehensive sound absorption package throughout the cabin. Some may find the drive experience too low-key, even sterile, while others will embrace the cool sophistication.
The seven-speed 'S tronic' dual-clutch auto transmission is beautifully executed, delivering ultra-smooth shifts at around-town cruising speeds and crisp, positive changes in manual mode.
A self-locking centre differential sits at the heart of the 'quattro' all-wheel drive system, normally distributing torque in a 40/60 front to rear ratio. Up to 70 per cent of drive can be sent to the front axle and a maximum 85 per cent to the rear.
On top of that, in aggressive cornering torque vectoring by braking (Audi calls it 'Wheel-Selective Torque Control') retards the near-side wheels before they slip.
Suspension is a five-link set-up front and rear, with much of the hardware made from aluminium to fine tune response and reduce unsprung weight. Electronically controlled adaptive dampers are standard, with the switch between dynamic and comfort settings swift and pronounced.
Flick the 'Audi Drive Select' system into its softest setting and the ride smooths out to an ultra-complaint mode. Never floaty or unwieldy, just refined and well damped, despite our test car's optional 21-inch rims shod with 255/35 Pirelli P Zero rubber. But it's important to note optional air suspension was also on-board.
Tweak things up to the sportier end of the spectrum and the ride height drops by 10mm, the suspension firms up appreciably, and steering weight toughens up a few notches. Hustling the big Audi along a favourite backroad it remained balanced and predictable. But even in this context, Comfort's the better option.
Speaking of steering, the A6's electro-mechanical system supplies speed-dependent power assistance, and while it points accurately the assistance is overdone and road feel isn't a strong suit.
Brakes are 375mm ventilated discs at the front, clamped by six-piston alloy calipers, with 350mm rotors at the rear. In some enthusiastic, 'long-way-home' driving they inspired confidence with progressive feel and more than enough bite to calmly bring the 1.8-tonne A6 to heel.
Need to hitch up a boat, float or van? You're all clear up to 2.0 tonnes for a braked trailer and 750kg unbraked.
Alfa Romeo Giulia9/10
The left-hand drive version of the Giulia Quadrifoglio has scored the maximum five-star Euro NCAP rating, which is yet to be recognised by ANCAP. There's so much more than a reversing camera too, with active cruise control, AEB, lane keeping and rear cross traffic warning and auto high beam.
There’s two top tethers and two ISOFIX points in the back seat.
Up front we mentioned this new A6 features leading-edge safety, and the crash test dummies in Ingolstadt must have been working overtime because this car leaves nothing on the table.
The usual active safety suspects are all present and accounted for, namely ESC (with electronic wheel-selective torque control), ABS, ASR, EDL and 'Brake Assist'.
But from there the list of standard tech reads like a who's who of recent innovations, including 'Adaptive Drive Assist' (adaptive cruise control with 'Stop&Go', distance indicator, traffic jam assist and lane guidance assist), AEB (5.0km/h to 85km/h for pedestrians and cyclists, and up to 250 km/h for vehicles), 'Collision Avoidance Assist' (additional steering torque in critical evasive situations), rear cross traffic alert, blind spot warning, and lane departure warning.
The 360-degree camera set-up includes a kerb view function, with four wide-angle cameras covering the entire area immediately around the vehicle for improved visibility during low speed manoeuvres.
There's also an exit warning system (detects vehicles and cyclists when opening doors, triggering a warning light and delaying door opening), 'Attention Assist', tyre pressure monitoring, 'Audi Parking System Plus' (front and rear with visual display), and 'Intersection Crossing Assist'.
That last one operates at speeds up to 30km/h, monitoring the area in front and at the side of the car, detecting “oncoming objects” at junctions and exit roads. If the situation is critical the system triggers a visual and acoustic warning as well as a quick jolt on the brakes (at speeds up to 10km/h).
But it's not over yet, with auto headlights, rain-sensing wipers and 'Turn Assist' included. Turn Assist monitors oncoming traffic when you're turning right at speeds up to 10km/h and applies the brakes if necessary.
If all those measures aren't enough to avoid an impact passive safety leads off with front airbags for driver and passenger, side airbags for front and rear side passengers, plus curtain airbags covering both rows.
Also included is 'Audi Pre-Sense Rear' (tensioning of front seat belts, closing of windows and sunroof and flashing hazards on detection of an impending rear collision), the standard active bonnet helps to minimise pedestrian impact injuries and there's a first-aid kit as well as a warning triangle and high-vis vests in the boot.
No surprise the new A6 scored a maximum five-star ANCAP rating, the assessment done in 2018 and the score applicable from August 2019 onwards.
Audi covers the A6 with a three year/unlimited km warranty, which is in line with BMW and Merc, but lags the mainstream market where five years/unlimited km is the norm, with Kia and SsangYong at seven years.
That said, body cover runs to three years for paint defects and 12 years for corrosion (perforation).
Recommended service interval is 12 months/15,000km, and 'Audi Genuine Care Service Plans' offer capped price servicing options over three years ($1700) and five years ($2630).
In making the call between the two plans it's worth noting the four year/60,000km service is a big one including filters, a timing belt replacement, transmission fluid and spark plugs.