Alfa Romeo Giulia VS Chrysler 300
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.
- 6.4 litres of scream
- Well equipped
- Standard safety
- Thirst like a dredger
- So-so dynamics
- Poor ownership package
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|
You may be sensing an increasing level of hype around hybrid and full battery-electric vehicles. In fact, it feels like the automotive world has gone full-fat bananas over ‘electro-mobility’.
At least car manufacturers have, with Tesla’s entertaining antics disrupting the status quo, and causing virtually every mainstream brand to get on board the zero-emissions express.
But of course, the other side of that equation is demand. The rush to meet ever tightening emissions regulations (and save the planet in the process) fails to recognise the fact that not everybody wants a ZEV… yet.
The days of big-bore, more is good, internal combustion propulsion aren’t over yet, and Chrysler, like the rest of the ‘Murican Big Three’ is keeping traditional muscle car enthusiasts happy.
In fact, we’re in the midst of a US horsepower arms race not seen since the late 1960s and early ‘70s, and Chrysler’s SRT (Street & Racing Technology) performance subsidiary is leading from the front with a variety of over-the-top Hellcats, Demons and Red Eyes.
Australia has recently picked up a whiff of that action with the utterly mad 522kW Jeep Grand Cherokee Trackhawk, but the only slightly unhinged SRT version, and this car, the Chrysler 300 SRT, have been around for some time.
Launched here in 2012, the second-generation version of the 6.4-litre naturally aspirated sedan was discontinued in the USA in 2014. But sensing a large sedan-sized opportunity as local manufacturing from Ford, Holden and Toyota went the way of the Dodo, the local FCA team negotiated a continuation deal.
Think of the 300 SRT as America’s M5 or E63. A full-size performance sedan with a thick layer of luxury laid over the top, but at around one third the price.
|Fuel Type||Premium Unleaded Petrol|
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 Chrysler 300 SRT is a big, fast, well-equipped and super-comfortable point-to-point tourer that’s also able to soak up the stresses of a city commute with ease. It’s also showing its age in terms of design, obscenely thirsty, dynamically flawed, and offered with a bottom-of-the-class ownership package. A fun place to visit but make sure you’re ready for permanent residency.
Thinking about some muscle gain? 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.
The NSW Highway Patrol has adopted the 300 SRT as its weapon of choice, and psychologically I reckon they’re onto a winner.
A high waistline, small glasshouse and big 20-inch rims combine to give the 300 a chunky, take-no-prisoners stance. And this intimidating beast filling the mirrors is enough to make even the most determined speedster drop their bundle.
Except for the SRT badge at the back, the exterior is a chrome-free zone, with black finish on the big honeycomb grille, window frames, and dark chrome wheels dialing up the overall air of menace.
The rear view is similarly imposing, with a large slab of almost right-angular boot lid topped by a pronounced body-colour spoiler.
At this point, we have to call out less than perfect panel fit. On our test car for example the intersection of the bonnet and front clip above the headlights was messy with inconsistent shut lines and poor alignment.
Inside not much has changed over the current 300’s seven years on sale, and the design lacks the integrated approach of more modern competitors.
An 8.4-inch colour media touchscreen sits in the centre of a squared oval panel between the central air vents and under an analogue clock, that shape bearing no resemblance to the form of the heating and ventilation control panel below it or the instrument binnacle alongside.
A mass of buttons confronts the driver across the centre stack, steering wheel and door, while genuine carbon fibre inserts add a racy if slightly ironic touch in a close to 2.0-tonne car.
Leather and suede sports front seats look (and feel) the business, and the strongly illuminated gauges are divided by a 7.0-inch multifunction display including a clear digital speed read-out. Which is just as well, because the fussy increments on the analogue dial are hard to read.
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 under 5.1m long, 1.9m wide and close to 1.5m tall the 300 SRT is a sizeable machine, so it’s no surprise there’s plenty of room inside.
Those up front are provided with a pair of cupholders in the centre console (complete with heating or cooling at the press of a button), storage bins and medium-size bottle holders in the doors, a long oddments tray and a small storage cubby (with 12-volt outlet) near the gear shifter, as well as a sunglasses holder in the overhead console and a big glove box.
There’s also a lidded storage box between the seats, complete with sliding tray, two USB ports, an ‘aux-in’ jack and a 12-volt outlet. Even old school nicotine enthusiasts are catered for with an ashtray insert ready to slip into one of the cupholders and a cigarette lighter to drop into the main 12-volt socket.
Rear seat passengers pick up a fold-down centre armrest with two cupholders and a lidded oddments box, decent door bins with bottle holders, as well adjustable vents at the back of the centre console, two USB ports, and switches for the standard heated rear seats.
Sitting behind the driver’s seat set for my 183cm position I had ample legroom but only adequate headroom. There’s enough shoulder room for three adults across the rear, but the broad transmission tunnel throws a spanner in the works when it comes to centre foot room.
The fully-lined boot is nicely trimmed, with a pair of flip-out bag hooks (22kg capacity), load tie-down anchors, and useful lighting included.
Volume is 462 litres, enough to fit our three-piece hard suitcase set (35, 68 and 105 litres) lying flat on the floor, or the CarsGuide pram, with heaps of room to spare. A 60/40 split-folding rear seat adds extra space and flexibility.
In the case of a flat tyre your only option is a repair/inflator kit, and it’s worth noting towing capacity for the SRT is the same 450kg for a braked or unbraked trailer, where the standard V6-powered 300C can tow a 1724kg braked trailer.
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.
A list price of $74,950 (before on-road costs) buys a whole lot of car, equipment, and performance, with that figure only gaining entry to a pack of next-size-down options from Europe and Japan.
A $5k spread from $71-76,000 covers the Alfa Giulia Veloce ($72,900), Audi A4 45 TFSI Quattro ($73,300), BMW330i M-Sport ($70,900), Infiniti Q50 Red Sport ($74,900), Jaguar XE P300 HSE R Dynamic ($71,940), Lexus GS300 Luxury ($75,931), and Merc C 300 ($71,800).
And aside from the extra cubic inches under the hood and sheetmetal in the body, the 300 SRT’s standard features list is long, including dual-zone climate control, keyless entry and start (plus remote start), heated and ventilated front seats, heated rear seats, heated leather-trimmed SRT flat-bottom steering wheel, heated/cooled front cupholders, power boot lid release, electric steering column adjust (height and reach), plus eight-way electrically-adjustable driver and front passenger seats (with four-way power lumbar adjust on both and radio/seat/mirror memory on the driver’s side).
Also standard are auto headlights (with auto level and auto high beam), rain-sensing wipers, power-folding exterior mirrors (with defrost), nappa leather and suede seat trim, 825-watt, 19-speaker harman/kardon audio (including digital radio), sat nav, Android Auto and Apple CarPlay, a 7.0-inch instrument cluster display, the 8.4-inch colour media touchscreen, and 20-inch forged alloy wheels.
There are plenty of other safety and performance features, which we’ll cover in later sections, wrapping into an impressive standard package at this price point. And ‘our’ test car featured the ‘SRT Luxury Package’ ($4750) adding a monster dual-pane glass sunroof, premium leather trim on the instrument panel, centre console and door trims, as well as premium floor mats front and rear.
The standard colour choice is black and white… ‘Gloss Black’ or ‘Bright White’, with ‘Silver Mist’, ‘Ceramic Grey’, ‘Granite Crystal’, ‘Maximum Steel’ and ‘Velvet Red’ optional, and ‘Ocean Blue’ available to specific customer order.
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.
Forget hybrid, forget turbos, the Chrysler 300 SRT is powered by 392 cubic-inches of Detroit iron… although the 6.4-litre ‘Apache’ V8 is actually built in Mexico.
The engine’s block is indeed cast iron although the heads are aluminium, with the ‘Hemi’ name derived from its hemispherical combustion chamber design.
It’s naturally aspirated, direct fuel-injected and produces 350kW (470hp) at 6150rpm and no less than 637Nm of torque at 4250rpm.
Drive goes through an eight-speed automatic transmission to the rear wheels with a limited-slip diff standard.
A model of fuel efficiency this car is not. Claimed economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 13.0L/100km, the 300 SRT emitting 303g/km of CO2 in the process.
Over roughly 300km of city, suburban and freeway running we recorded 18.5L/100km (at the bowser), and the on-board computer threw up some horrifying short-term numbers as we explored the car’s performance potential.
Minimum fuel requirement is 95 RON premium unleaded and you’ll need 70 litres of it to fill the tank… regularly.
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.
Roll onto a smooth, dry surface, engage the SRT’s standard launch control function and you’ve dialled in the ability to storm from 0-100km/h in a ludicrously rapid 4.5sec.
Unlike smaller capacity turbo engines, the big atmo Hemi takes a while to develop maximum torque (637Nm), hitting peak pulling power at 4250rpm. Keep the throttle pinned and full power (350kW) is achieved on the cusp of the rev limiter at 6150rpm.
All this fire and fury is accompanied by a beautifully brutal V8 roar courtesy of an active exhaust which tweaks the pulsing note it produces according to drive mode and throttle position. It’s hard not to love it, complete with rude pops and crackles on the over-run.
Beware though, this car is relatively loud all the time, so you’ve got to hope the love affair is a long-term one.
Suspension is by a short and long arm (SLA) and upper A-arms at the front, with a five-link set-up at the rear, and Bilstein adaptive dampers all around.
The switch between Comfort and Sport is swift and marked, with the latter best kept for billiard tables and race circuits. Around town ride in the more compliant setting is agreeably smooth.
Push the big 300 along your favourite backroad and you know you’re asking two tonnes of metal, rubber and glass to move against its will.
The eight-speed auto responds well in manual mode (with wheel-mounted paddles), and the grippy sports front seats do decent job of keeping their occupants stable and balanced, but the sheer mass of this car means you’re never going to get a corner-carving hot hatch-like experience.
And despite a chunky, leather-trimmed sports wheel, the hydraulically-assisted ‘SRT Tuned’ steering isn’t exactly the last word in road feel or sharp response.
Having said that, the fat 20-inch (245/45) Goodyear Eagle F1 rubber grips hard with minimal impact on ride quality, and in a more relaxed mode the SRT is a stress-free and comfortable tourer.
Big acceleration is balanced by big brakes, with beefy ventilated rotors (360mm fr / 350mm rr) clamped by Brembo four-piston calipers front and rear.
The system’s outright power is impressive but can be abrupt on initial application at around town speeds, until you get used to greasing the pedal pressure in.
‘SRT Performance Pages’ allows you to scroll through multiple real-time data screens (timers, G-force, engine performance, etc), which is fun, with outputs downloadable to a USB stick or SD card. The 19-speaker harman/kardon audio system absolutely cranks, and the active cruise control works intuitively, without the frustrating conservatism (taking forever to pick up the throttle) of some other systems
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.
The 300 SRT hasn’t been assessed by ANCAP or Euro NCAP, but the NHTSA in North America has given the 2019 Chrysler 300 a four-star safety rating (from a possible five).
In terms of active tech a lot of major boxes are ticked, with AEB a notable exception.
Standard features include, ABS, ‘Ready Alert Braking’ (primes system when driver lifts off the brake pedal quickly), ESC, ‘Electronic Roll Mitigation’, traction control, forward collision warning, lane departure warning, blind spot monitoring, rear cross path detection, and advanced brake assist.
A ‘Rain Brake Support’ function is triggered by the rain-sensing wiper system to periodically ‘wipe off’ the brake rotors with the brake pads, keeping them as dry as possible in the wet. And Chrysler has cleverly piggy-backed ‘Knock Back Mitigation’ into the arrangement.
In aggressive cornering front wheel assemblies can flex, pushing the brake rotor against the brake pads and ‘knocking’ them back into the caliper, potentially leading to an alarmingly long pedal the next time the brakes are applied. Not a factor in the 300 SRT, with the pads automatically pushed up into their optimum position.
If, despite all that, a crash is unavoidable, the airbag count runs to seven (dual front, dual front side, dual curtain and driver’s knee), and the front head restraints are active.
There are three child seat/baby capsule top tether points across the back seat, with ISOFIX anchors on the two outer rear positions.
The warranty world has moved significantly in recent months, and the 300 SRT’s three year/100,000km warranty is now well off the pace.
Kia moved to seven years/unlimited km in 2014, and there are whispers of the Korean brand shifting to 10 years sooner rather than later.
Service is required every 12 months/12,000km, and no capped price servicing program is currently offered.
With the caveat that labour rates will inevitably vary between dealerships, Chrysler Australia estimates five year standard servicing cost at $2590 (including GST).