2023 Alfa Romeo Tonale vs 2021 Audi Q2

What's the difference?

Alfa Romeo’s Tonale is good value relative to the competition, looks bold and it’s an engaging drive. And it’s full of great design details. The big question is, does it have the badge pull to draw SUV buyers into an Alfa? Time will tell, but if it’s ever going to happen, this car has the core attributes to give it a red hot go.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Q2 is good value and great to drive – especially the SQ2. The exterior looks new, but the cabin feels older than the larger Q3, and most other Audi models.

More standard advanced safety tech would make the Q2 even more appealing, as would a five-year, unlimited-kilometre warranty. While we’re at it, a hybrid variant would make enormous sense. 

So, a great car, but Audi could offer more to make it an even better proposition for buyers. 

Yes, there are heaps of sexy sedans in Alfa Romeo’s extensive back catalogue, the current Giulia is a beautiful four-door, and rumours of a new sports car are rife.

But right now, the fact remains, there’s not a racy Alfa coupe or convertible in sight.  

Why? SUVs are where it’s at, and the Tonale is Alfa’s latest attempt to marry good looks and sporty dynamics with high-riding day-to-day utility.

Although these things are always subjective, I doubt I’m going out on a limb calling this car sleek and seductive.

Unmistakably Alfa Romeo, key features include the brand’s signature shield grille, slim multi-beam headlights and details like the offset front licence plate position.

The rear is similarly sophisticated, with slimline tail-lights echoing the front DRLs’ wave-like form while classically classy five-hole ‘Teledial’ wheels reinforce the Alfa personality.

The interior also leans into instantly recognisable brand elements, like the two-level dash, circular ventilation outlets and dramatic double-cowl instrument binnacle.

Details include a digital instrument display that can be configured to a heritage mode with old-school Alfa numerals, and the start button on the steering wheel is a nice touch. 

The Tonale looks and feels driver-focused inside, with high-quality trim materials and hardware enhancing the cool vibe.

This updated Q2 looks almost identical to the previous one and really the only changes are subtle styling tweaks to the front and back of the car.

The front air vents (they aren’t real air vents on the Q2, but they are on the SQ2) are now larger and pointier and the top of the grille is lower. Around the back, the bumper now has a similar design to the front, with those pointy polygons set wide apart.

It’s an angular little SUV, full of sharp-edged shapes like some kind of acoustical wall in an auditorium.

The SQ2 just looks more aggro, with its metallic-trimmed air vents and beefy quad exhaust. 

The new colour is called Apple Green and it’s not really like any colour on the road – well not since 1951, anyway when this hue was hugely popular on everything from cars to telephones. It’s also very close to Disney’s “Go Away” green – look it up and then ask yourself if you should be driving a car that’s kind of invisible to the human eye.

I digress. Other colours in the range include Brilliant Black, Turbo Blue, Glacier White, Floret Silver, Tango Red, Manhattan Grey and Navarra Blue.

Inside, the cabins are the same as before, apart from the larger, sleeker media display, and there are some new trim materials, too. The 35 TFSI has silver inlays with a diamond paint finish, while the 40TFSI has aluminium door sills.

The Q2 has beautiful quilted Nappa leather upholstery, which goes beyond just covering the seats and to the centre console, doors and armrests.

All options offer well laid out and premium feeling cabins, but the disappointing part is that it's an older Audi design, which started out in the third-generation A3, launched in 2013, and still exists on the Q2, even though most Audi models, including the Q3, have the new interior design. This would bug me if I was thinking about buying a Q2. 

Have you thought about a Q3? It’s not that much more in price, and it’s a tad bigger, obviously. 

The Q2 is tiny, at 4208mm end to end, 1794mm wide and 1537mm tall. The SQ2 is longer at 4216mm long, 1802mm wide and 1524mm tall.  

At just over four and half metres long the Tonale is a full five-seater but sits squarely within the small SUV footprint. Yet, there’s plenty of head and shoulder room up front (for me at 183cm tall), and lots of storage options.

Those include door pockets with room for bottles, two cupholders in the centre console, an oddments tray (otherwise known as the wireless device charging bay) in front of the shifter, a decent glove box and a medium-size lidded box between the seats which doubles as a front centre armrest.

Move to the rear and there’s surprisingly generous headroom, more than enough knee room and plenty of foot space. Realistically it’s best for two full-size adults, although three up-to-teenage kids will be fine.

Again, there’s a lot of storage, including door bins (with space for smaller bottles) and a fold-down centre armrest with a pair of cupholders built in. There are also map pockets on the back of the front seats and adjustable ventilation outlets at the rear of the front centre console.

Power and connectivity runs to USB-A and -C outlets in the front and rear, as well as a 12-volt socket on the front and another in the boot.

Speaking of which, the boot is generous, offering 500 litres of space with all seats up, growing to 1550 litres with the 60/40 split-folding rear lowered. There’s also a ski-port door for longer items when the back seats are in use (just make sure those things are securely tied down using the anchors provided). 

A hands-free power tailgate is standard, the loading lip is low, and the spare is an 80km/h speed-limited tyre on a 17-inch rim.

Also worth noting you can hook up a braked trailer to the tune of 1500kg.

The Q2 is basically a current model Audi A3, but more practical. I’ve lived with the A3 Sedan and Sportback and while rear legroom is just as confined in those as it is in the Q2 (I’m 191cm and need to squish my knees behind my driving position) getting in and out is easier in the SUV, with its elevated ride height and taller door apertures.

The easier access helps enormously when helping kids into their child seats. In an A3 I need to kneel on the footpath to be at the right level to put my son into the car, but not with the Q2.

The boot space of the Q2 is 405 litres (VDA) for the front-wheel-drive 35 TFSI and for the SQ2 it’s 355 litres. That not bad, and the large hatch makes for a big opening, which is more practical than a sedan’s boot.

Inside, the cabin isn’t enormous, but rear headroom is good, thanks to the fairly high roof.

Cabin storage isn’t terrific, although the front door pockets are big and there are two cupholders up front.

Only the SQ2 has USB ports in the back for rear passengers, but all Q2s have two USB ports up front for charging and media – plus all have wireless charging for phones.

The Q2 entry grade is the 35 TFSI and it lists for $42,900, while the 40 TFSI quattro S line is $49,900. The SQ2 is the king of the range and lists at $64,400.

The SQ2 has never been to Australia before, and we’ll get to its standard features in a moment.

Aussies have been able to buy a 35 TFSI or 40 TFSI since the Q2 arrived in 2017, but now both have been updated with new styling and features. The good news is the prices have only gone up by a few hundred bucks,  compared to the old Q2.

Standard on the 35 TFSI are LED headlights and taillights, LED DRLs, leather seats and steering wheel, dual-zone climate control, Apple CarPlay and Android Auto, eight-speaker stereo with digital radio, front and rear parking sensors and a rear-view camera.

That was all standard on the previous 35 TFSI, but here’s what’s new: an 8.3-inch media screen (the old one was seven inches); a proximity key with push button start (great news); wireless phone charging (brilliant), heated exterior mirrors (more helpful than you’d think), ambient interior lighting (aww… pretty); and 18-inch alloys (heck yes).

The 40 TFSI quattro S line adds sports front seats, drive-mode selection, a power tailgate, and paddle shifters. The previous one had all that, too, but this new one has the sporty S line exterior body kit (the previous car was just called Sport not S line).

Now, the 45 TFSI quattro S line may appear  not to get much more than the 35 TFSI, but the extra money is getting you more grunt and an awesome all-wheel-drive system –  the 35 TFSI is front-wheel-drive only. If you love driving and can’t afford the SQ2, then $7K extra for the 45 TFSI is absolutely worth it.

If you have saved all your pennies and the SQ2 is what you’re zeroing in on, then here’s what you get: Metallic/pearl effect paint, 19-inch alloys, matrix LED headlights with dynamic indicators, the S body kit with quad exhaust, sports suspension, Nappa leather upholstery, heated front seats, 10-colour ambient lighting, stainless-steel pedals, auto parking, a fully digital instrument cluster, and a 14-speaker Bang & Olufsen stereo.

Of course, you get an incredible high-output four-cylinder engine, too, but we’ll get to that in a moment.

The Tonale is a mild hybrid, primarily powered by a 1.5-litre four-cylinder, turbo-petrol engine sending 118kW/240Nm to the front wheels via a seven-speed, dual-clutch auto transmission.

And it’s supported by a 48-volt propulsion system built around a 15kW/55Nm electric motor integrated into the transmission.

Which means that unlike a belt-driven system, it can send extra oomph directly to the drive wheels.

The motor enables pure electric driving and regenerative braking, while also powering the stop/start system and adding an extra boost of electric propulsion, in support of the petrol engine, when required.

Interestingly, diesel and lower powered petrol versions are offered in other markets, so we’ll wait and see if either is ultimately offered here. But we do know for sure that a plug-in hybrid is scheduled for local on-sale late this year.

There are three grades and each has a different engine. 

The 35 TFSI has a new 1.5-litre four-cylinder turbo-petrol engine making 110kW and 250Nm; the 40 TFSI has a 2.0-litre turbo-petrol four making 140kW and 320 Nm; and the SQ2 has a 2.0-litre turbo-petrol as well, but it puts out a very impressive 221kW and 400Nm.

The 35 TFSI is front-wheel drive, while the 45 TFSI quattro S line and SQ2 are both all-wheel drive.

All have a seven-speed dual clutch automatic transmission – nope you can’t get a manual. There are also no diesel engines in the line-up.

I drove all three cars and, from an engine perspective, it’s like turning the ‘Smile Dial’ up from Mona Lisa in the 35 TFSI, to Jim Carrey in the SQ2, with Chrissy Teigen in between.

Alfa’s official fuel economy number for the Tonale on the combined cycle is an impressively thrifty 5.6L/100km, the 1.5-litre petrol engine emitting 130g/km of CO2 in the process.

On the 150km launch program we covered urban, B-road and some freeway running, returning an (indicated) average of 7.4L/100km. And that’s impressive, given there was some enthusiastic driving along the way.

Worth noting the 0.8kWh 48-volt lithium-ion battery weighs just 13.5kg and doesn’t impact boot space because it’s mounted under the central tunnel between the front seats.

The fuel tank requires 55 litres of 95 RON premium unleaded to fill it which translates to a theoretical range of close to 1000km, shrinking to around 740km based on our real-world number.

Audi engines are superbly modern and efficient – even its monster V10 can shut down cylinders to save fuel, and so can the new 1.5-litre four-cylinder engine in the 35 TFSI. Audi says that over a combination of urban and open roads, the 35 TFSI should use 5.2L/100km.

The 40 TFSI is thirstier at 7L/100km, but the SQ2 demands a bit more at 7.7L/100km. Still, not bad. 

What’s not good is the lack of a hybrid, PHEV or EV variant of the Q2. I mean the car is small and ideal for the city, and therefore a perfect candidate for an electric version. Not having a hybrid or EV is why the Q2 model range doesn’t score well for its overall fuel economy.

Alfa says the Tonale will accelerate from 0-100km/h in 8.8 seconds, which is pretty handy. And it does feel sharp, due in no small part to the petrol engine delivering its maximum torque at 1500rpm, so you’ve got plenty of mid-range punch.

And then you’ve got the electric motor chipping in with even more pulling power if and when required.  

The seven-speed dual-clutch auto is smooth in general driving although it can be reluctant and ‘shunty’ in slow-speed manoeuvres.

If you want to get more involved, slip over to manual mode and self-selected shifts are crisp and quick.

Worth noting the manual direction for the shifter is pulling back for higher ratios and pushing forward to move to a lower gear and I’m in the camp that says this is the ‘correct’ set-up.

Move to the Veloce and you’re presented with a pair of elegant alloy paddle shifters attached to the steering column (not the wheel) which further dials up the engagement factor.

The Tonale features Alfa’s three-mode ‘DNA’ drive system. ‘Dynamic’ which sharpens the steering, transmission and throttle response. ‘Natural’ is a balance between those dynamic attributes and efficiency and, as the name implies, ‘Advanced Efficiency’ is all about city traffic where you’re not worried about performance, you just want the electric motor to do as much of the work as possible.

It’s likely you’ll find yourself most of the time in Natural, but slip the DNA into D and it feels like you’re releasing the car. The throttle is so much sharper and on a sweeping B-road it’s an enjoyable mode to be in.

Suspension is by struts front and rear. And like any new model the Tonale was exhaustively tested in various locations in pre-production. But it’s worth noting, for two years it was tested in Australia, so the suspension calibration is well suited to local roads.

There are two set-ups. The Ti features ‘Frequency Selective Damping’ developed by long-time Alfa collaborator, Koni, with an extra valve coming into play if it senses high-frequency bumps are a problem and doing its best to smooth them out.

The Veloce picks up ‘Active Dual-Stage Valve Suspension’ with electronically controlled damping developed by another of Alfa’s favourite suppliers, Marelli. This time an ‘electro-actuated valve’ does a similar job but to a slightly finer degree.

In N and A mode the car rides well, although if you dial up the Veloce’s adaptive dampers you’re going to feel it. That said, in the Veloce, the combination of D mode with the suspension softened is pretty much perfect.

Handling-wise the car feels balanced and planted in corners. In fact, more like a sporty hatch than an SUV. The steering is accurate, road feel is good, and it’s responsive.

The steering ratio is quick, which means the car points into corners rapidly. But the flip-side of that is an 11.6m turning circle, which you’ll need to be aware of in the parking station.

The Tonale weighs around 1600kg and braking is well up to scratch with meaty discs all around, ventilated at the front (Ti - 330mm fr / 278mm rr - Veloce - 345mm fr / 305mm rr). And the Veloce is upgraded to Brembo calipers - four-piston fixed at the front and single piston at the rear.

But, arguably, the more interesting thing is the car features ‘braking-by-wire’, which blends the physical brakes with regenerative braking supplied by the electric motor.

Often the brake pedal in a regen braking car can feel doughy and unsure, but this one feels firm and progressive. You’d have no idea that regenerative braking is involved in the equation.

In terms of general refinement and ergonomics the grippy steering wheel is typically Alfa, with little perforated cut-outs for your thumbs, the screens are clear as crystal and the software in the multimedia display is intuitive and easy to progress through while the mix of physical and digital controls is sensible.

The front sports seats remain comfortable and supportive, even after lengthy stints behind the wheel and it’s worth pointing out the hybrid functionality allows silent start (always a neighbour-friendly feature) and up to around 15km/h, with a delicate throttle, you’ll remain in EV-only mode.

That said, the hybrid system also supports the stop-start and it can be a bit gruff and fractious, letting you know when its turning the engine back on. But it’s far from a deal-breaker.

When it comes to the driving part, Audi can almost do no wrong – everything the company makes, whether it’s low powered or rip-your-face-off fast, has all the ingredients for engaging driving.

The Q2 range is no different. The entry-grade 35 TFSI has the least grunt and, with its front wheels pulling the car along, it’s the only one in the family that’s not blessed with all-wheel drive, but unless you’re doing laps at a track you’re not going to be wanting more power. 

I drove the 35 TFSI for more than 100km on the launch, through the country and into the city, and in all situations, from overtaking on highways to merging and slow traffic, the most affordable Q2 performed well. That 1.5-litre engine is responsive enough and the dual-clutch transmission changes swiftly and smoothly. 

Superb steering and good visibility (although that rear three-quarter view is slightly obstructed by the back pillar) makes the 35 TFSI easy to drive.

The 45 TFSI is a good mid-point between the 35 TFSI and the SQ2 and comes with a very noticeable bump in oomph, while the extra traction from the all-wheel drive is a reassuring addition. 

The SQ2 isn’t the hardcore beast you might think it is – this thing would be super easy to live with daily. Yes, it has firm sports suspension, but it’s not overly hard, and that engine, which nudges almost 300 horsepower, doesn’t feel like a Rottweiler on the end of a leash. If anything, it’s a Blue Heeler that loves to run and run, but is happy to take it easy and get fat.  

The SQ2 is my pick of the bunch, and not just because it’s quick, agile, and has an intimidating growl. It’s also comfortable and luxurious, with sumptuous leather seats.  

The Q2 was given the maximum five-star ANCAP rating when it was tested in 2016, but by 2021 standards it is light on advanced safety tech.

Yes, AEB with pedestrian and cyclist detection is standard on all Q2s and the SQ2, and so is blind-spot warning, but there’s no rear cross traffic alert or reverse AEB, while lane-keeping assistance is only standard on the SQ2, along with adaptive cruise control.

For a car that will most likely be purchased by younger people, it doesn’t seem right that they’re not being protected as well they would be in more expensive Audi models.

For child seats, there are two ISOFIX points and three top-tether anchor mounts.

A space-saver spare is under the boot floor.

The Tonale is covered by Alfa Romeo Australia’s five-year/unlimited km warranty, with 24-hour roadside assistance included for the duration, both of which are expected in this category. 

Maintenance intervals are 12 months/15,000km, and the annual average service cost over the first five years is a hefty $695. 

Worth noting Alfa has adopted NFT technology to create a ‘digital certificate’ for the Tonale, which keeps track of ownership and the car’s history, with things like service records stored securely to enhance resale value by assuring future buyers of the car’s provenance.

The pressure for Audi to move to a five-year warranty must be hugely intense, with Mercedes-Benz offering one, along with pretty much every other mainstream brand. But for now, Audi will only cover the Q2 for three years/unlimited kilometres.

As for servicing, Audi offers a five-year plan for the Q2 costing $2280 and covering every 12-month/15000km service over that time. For the SQ2, the cost is only a fraction higher at $2540.