BMW M8 vs Alfa Romeo Giulia

What's the difference?

With dramatic looks, a luxurious spec, and impeccable quality, the BMW M8 Competition Gran Coupe remains supremely well controlled as it delivers eye-widening performance and amazing dynamics. But there’s an ‘edge’ to the experience you need to be ready for. If I was determined to head for the Aussie ‘fast lane’ in a BMW 8 Series Gran Coupe I’d opt for the M850i and pocket a lazy $71K (enough for a cheeky M235i Gran Coupe to add to your collection).

The Giulia is a love letter to the increasingly lost art of the sporty executive sedan. As refined as it is beautiful and oh-so elegant to drive, it’s a reminder of why we always love Alfa Romeo, even when the odds are against it.

Emotional cars like this are hard to come by and they will soon be gone, replaced by something new. The future is not necessarily worse, but it will be different, so if a sporty European sedan with a combustion engine is calling out to you don’t miss your opportunity to drive the Giulia while it still exists in this form.

Want to start a vigorous car enthusiast discussion (more a verbal punch-up)? Simply ask whether a four-door car can be a coupe.

Traditionally, the answer is no, but over time numerous automotive brands have applied that description to cars with more than two doors, including SUVs!

So, here we are. A four-door ‘Gran Coupe’, and the M8 Competition version retains the smoothly tapering turret and frameless side glass that help give selected BMW four-door models the same swoopy, coupe look.

At close to 4.9m long, a fraction over 1.9m wide, and under 1.4m high, the BMW 8 Series Gran Coupe has a firmly planted, low-slung, wide-track stance. Always a subjective call, but I for one, think it looks stunning, especially in our test car’s ‘Frozen Brilliant White’ matt paint finish.

In an era of comically oversized BMW grilles, things are relatively under control here, with a bright black finish applied to that ‘kidney grille’, as well as the huge front bumper air intakes, front splitter, front fender vents, exterior mirrors, window surrounds, 20-inch rims, lip spoiler on the boot, rear valance panel (incorporating a functional diffuser), and quad exhaust tips. The roof’s black, too, but that’s because it’s made of carbon-fibre.

Overall the M8 Competition Gran Coupe is a compelling combination of strong, confident character lines along the bonnet and lower flanks, with tightly wrapped curves following the high hip line, and more organically irregular, yet distinctly BMW shapes in the head- and tail-lights. 

The interior is a beautifully balanced design with a broad centre console sweeping up to the middle of the dash and wrapping around to focus on the driver, in typical BMW fashion.

 The multi-adjustable sports front seats are immaculate, with high-end quilting in the centre section matching a similar treatment in the doors. The dark grey (full) leather trim is offset by carbon and brushed metal trim elements for a cool, calm and focused feel.

Crack the bonnet open and a spectacular ‘BMW M Power’ carbon cover dressing the top of the engine is guaranteed to impress friends and family.

Like any good Alfa Romeo should be, the Giulia is a work of art. It’s sleek, sharp, and immaculately proportioned.

This most recent update has artfully refined a formula too good-looking to mess with. The increasingly dorky headlamps from the previous car have been swapped out for a more contemporary all-LED set, with a three-bar DRL pattern.

The grille has also been tweaked for this update for a more modern style, and the Veloce is now graced with the iconic and more aggressive sport two-tone alloy wheels in the traditional five-hole 'tele-dial' style.

It’s effortlessly attractive, and instantly recognisable as an Alfa on the road. I can’t think of a better way to stand out in today’s executive sedan landscape.

The interior has received less of an upgrade for the 2024 model year, with the same core parts. The major change is the old-school analogue instrument cluster being swapped out for a slick 12.3-inch digital unit.

The puzzling thing about this is the 8.8-inch central multimedia screen hasn’t been upgraded in-kind, making a strange contrast between the sharp and fast digital instruments, and the laggy and dull multimedia panel.

At least it effortlessly sits behind the curvaceous design of the dash as to not interrupt a good shape.

There are of course plenty of other touches which I love. The leather seats look and feel the part, as do the real metal paddle shifters which float behind the simple yet refined and sporty steering wheel.

The push-to-start button on the wheel is reminiscent of other Italian sports machines, while the tasteful smattering of leather, gloss plastic, and textured surfaces keep the premium feel on-track.

Some areas I’m not so keen about: Some of the interior plastics, particularly for buttons and toggles, feel cheaper than they should, and the door cards are oddly basic considering how much attention has been given to every other part of this car’s look and feel.

Of the M8 Competition Gran Coupe’s 4867mm overall length, 2827 of it sits between the front and rear axles, which is a pretty healthy wheelbase for a car this size (and 200mm more than the 8 Series two-door coupe).

Space up front is generous, and one upside of a four-door, rather than two-door coupe, is you’re not struggling quite so much for space to get in and out when parked next to other cars.

Once inside, there’s plenty of storage up front, with a large lidded box/armrest between the front seats, twin cupholders in the centre console, as well as another covered area for wireless phone charging and extra bits and pieces in front of that. Long door pockets provide space for bottles, and the glove box is a decent size. There’s 12V power as well as USB sockets for media connection, with charging outlets in support.

At first glance you’d swear the rear seat was designed as a two-seater only, but when push (literally) comes to shove a centre passenger can squeeze in, legs straddling the rear console.

In terms of legroom, at 183cm (6’0”) I could sit behind the driver’s seat set for my position with knee room to spare, but headroom is another matter, with my noggin making solid contact with the soft Alcantara headlining. It’s the price you pay for this car’s racy profile.

There’s a neatly trimmed storage box and two cupholders in the fold-down centre armrest, plus door pockets with enough room for small bottles. The rear console houses dual climate controls, twin USB power sockets, and a small oddments tray, as well as buttons for the optional rear seat heating fitted to our test car ($900).

The 440-litre boot is a bit like the car itself - long and wide, but not very high. The rear seat split-folds 40/20/40 if you need more space, and the boot lid is automatic with a hands free function. But don’t bother looking for a spare of any description, a tyre repair kit is your only option.

The Giulia is an old-school low-slung sports sedan. Many will prefer the SUV sensibilities of the Stelvio, with its bigger hatch-opening boot, and its higher ride height can better accommodate less mobile passengers, and makes it easier to fit child seats and the like.

For those willing to trade those things away for a superior drive experience, the Giulia is still solid to live with every day, but has a few drawbacks.

For example, those strangely basic door cards offer only a tiny map pocket with a nook I’d hardly describe as a bottle holder.

The centre console offers two larger bottle holders with variable edges, but there’s also not much else in the way of storage in the cabin aside from a smaller-than-average glove box and armrest console box.

The big win for me is the physical dial set and shortcut buttons for all the key climate functions, making it easy to operate while you’re concentrating on driving.

At least the seats are well bolstered, and front passengers are treated to plenty of adjustability. Visibility is okay, and it was easy for me to find a comfortable driving position at 182cm tall.

The rear seat is a similar story. It’s tighter, and you have to duck down below the roofline to get into it.

Once inside, I was pleasantly surprised to find enough room for my knees and somewhere for my feet to slide behind my own driving position, although the centre position is all but useless thanks to an enormous raise for the driveshaft.

Headroom is passable, but you wouldn’t want to be much taller than me. 

There are, again, tiny bottle holders in the doors, and a further two in the drop-down armrest. Rear seat passengers get dual adjustable air vents on the back of the centre console, one USB 2.0 outlet, and elastic nets on the backs of the front seats.

The boot measures 480 litres which is up there with a lot of mid-size SUVs, but because it’s a sedan, access is more limited, and it won’t accommodate as many awkwardly-shaped objects.

The Giulia we’re looking at for this review is the mid-spec Veloce, which costs $74,950 before on-road costs, sitting above the base Ti ($68,450) and below the top-spec Quadrifoglio ($153,700).

Natural rivals from Germany include the Audi A4 45 TFSI ($77,869), BMW 320i M Sport ($80,200) and Mercedes-Benz C200 ($89,900) all of which suddenly make the attractive Alfa look like a not-half-bad deal.

But then there’s always the Genesis G70 (from $63,000 in equivalent turbo 2.0L form) to bring the value equation back to reality.

Standard stuff at this grade includes 19-inch alloys, an 8.8-inch multimedia touchscreen and a 12.3-inch digital instrument cluster (new for the 2024 model year), dark contrast exterior highlights, leather seat trim with heated front seats and steering wheel, aluminium interior detailing and shift paddles with extended leather trim on the dash, updated LED headlights and DRLs, dual-zone climate, push-start ignition and keyless entry, tinted rear windows, and a 14-speaker Harman Kardon audio system.

Performance-wise, the Veloce also scores a limited-slip rear differential to match its punchy engine.

The tech feels a bit old, and the interior has a dated ambiance to it compared to the more open and digitised spaces of its rivals, but there’s something to be said for how organic the Alfa feels. More on this later.

The M8 Competition is powered by an all-alloy, 4.4-litre twin-turbo V8 engine, featuring direct-injection, as well as the latest version of BMW’s ‘Valvetronic’ variable valve timing and ‘Double-VANOS’ variable camshaft control, to produce 460kW (625hp) at 6000rpm, and 750Nm from 1800-5800rpm.

Designated ‘S63’, the engine’s two twin-scroll turbos are located, along with a cross-bank exhaust manifold, in the engine’s (90-degree) ‘hot vee.’ 

The idea is consistent transmission of exhaust energy to the turbos for improved response, with the reversal of usual practice completed by inlet manifolds positioned on the engine’s outer edges.

Drive goes to all four wheels via an eight-speed ‘M Steptronic’ (torque converter) auto transmission with ‘Drivelogic’, and dedicated oil cooling, as well as BMW’s ‘xDrive’ all-wheel drive system.

The xDrive set-up is built around a central transfer case housing an electronically-controlled, variable multi-plate clutch, with front to rear drive distribution set to a default 40:60 split.

The system monitors multiple inputs including, wheel speed (and slip), acceleration and steering angle, and is able to vary the ratio up to 100 per cent rear thanks to the ‘Active M Differential.’ 

The Veloce might not pack a Ferrari-derived six-cylinder engine like the Quadrofoglio, but its smaller 2.0-litre four-cylinder turbocharged petrol engine hardly wants for power.

Packing 206kW/400Nm it outpunches six cylinders of old easily, and is still capable of sprinting to 100km/h in a hot-hatch baiting 5.7 seconds to a Vmax of 240km/h.

It even sounds fantastic, as it flies up the rev-range living up to every bit of the Alfa promise. Peak power arrives at 5250rpm, but peak torque hits at 2250rpm.

Smooth shifts are provided courtesy of an eight-speed traditional torque converter automatic transmission.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 10.4L/100km, the M8 Competition emitting 239g/km of CO2 in the process.

Despite the standard auto stop/start function, over a week-long combination of city, suburban, and freeway running we recorded a (dash-indicated) average of 15.6L/100km.

Pretty thirsty, but not outrageous when you consider this car’s performance potential, and the fact that (purely for research purposes) we exploited it regularly.

Recommended fuel is 98 RON premium unleaded, and you’ll need 68 litres of it to fill the tank. That equates to a range of 654km in line with the factory claim, and 436km using our real-world number as a guide.

The 2.0L turbocharged engine has an official combined cycle fuel consumption figure of just 6.1L/100km, although I saw 9.0L/100km in my time with it.

I’ll admit it was being enthusiastically driven, and treated to lots of urban commuting.

The Giulia has a 58-litre fuel tank and requires mid-shelf 95 RON premium unleaded fuel. Its approximate range on a full tank at the official consumption is 951km.

There’s something teutonically symmetrical about the way the M8 Competition Gran Coupe delivers its prodigious thrust.

Peak torque of no less than 750Nm is available from just 1800rpm, remaining on full song across a broad plateau all the way to 5800rpm. Just 200revs later (6000rpm) peak power of 460kW (625hp!) takes over to finish the job, with the rev ceiling sitting just over 7000rpm.

That’s enough to slingshot this 1885kg bruiser from 0-100km/h in 3.2 seconds, which is supercar fast. And the engine and exhaust noise produced by the 4.4-litre twin-turbo V8 during such rapid acceleration is suitably brutal, courtesy of electronically-controlled flaps in the system opening up. 

On a more civilised drive you can reduce the exhaust noise via an ‘M Sound Control’ button on the centre console.

The eight-speed auto is fast and positive, especially in manual mode, which dials up the fun via wheel-mounted paddles. And when it’s time to direct this car’s forward momentum into lateral movement BMW has brought in the engineering heavy artillery.

Despite its frameless door body structure the M8 Competition Gran Coupe feels solid as a rock thanks in no small part to its ‘Carbon Core’ construction, using four primary components - carbon-fibre-reinforced plastic (CFRP), aluminum, high-strength steel, and magnesium.

Then the ‘Adaptive M Suspension Professional’ (with active anti-roll stabilisation), the tricky xDrive continuously variable AWD system, and active M Sport diff combine to keep everything under control.

Suspension is a double wishbone front, five-link rear arrangement, with all key components in alloy to minimise unsprung weight. In concert with the electronic wizardry on-board, it helps keep the M8 buttoned down with only modest body roll in enthusiastic cornering, as the rear-biased AWD system seamlessly distributes drive to the axle and wheels that can make best use of it.

The price you’ll pay for the track-ready tune is in compromised ride comfort. Even in the ‘Comfort’ setting, the M8 Competition is firm, and feels corrugations and imperfections to a surprising degree.

An alignment of the BMW 8 Series planets left me with the keys to this car and the M850i Gran Coupe (also using the Carbon Core body) at the same time, and the difference between their softest settings is appreciable.

Also be aware that at 12.2m the M8 Gran Coupe’s turning circle is substantial, and it’s just as well all that camera, sensor and self-parking tech is available to help you guide this ship into port.

The M8’s electrically-assisted, variable-ratio steering features an ‘M’ specific calibration to deliver satisfying precision and good road feel. But in similar fashion to the ride a noticeable amount of unwelcome feedback comes through to the wheel.

The fat Pirelli P Zero rubber (275/35 fr / 285/35 rr) grips hard, and the monster brakes (ventilated all around, with 395mm rotors and six-piston calipers up front) wash off speed without fuss or fade.

But overall, you’ll have to live with a less refined drive when you sign on for the M8 Competition. Straight away it feels faster but lacks the M850i’s lighter touch. No matter which drive or suspension mode you select, responses are more aggressive and physical.

To fully explore and enjoy the M8 Competition’s abilities it feels like the race circuit is its most appropriate habitat. On the open road, the M850i is all the Gran Coupe you’re going to need.

Put simply: The Giulia is a celebration of Alfa Romeo. Yes. Even with a humble 2.0-litre turbocharged engine and an automatic transmission, this is a deeply emotional car. A riveting experience from behind the wheel.

Fly round corners, your eyes wide, exclaiming ‘magnifico!’ as the Giulia gracefully leans in, the rear LSD, sporty tyres, and wonderfully tight steering working together in harmony as you eke out just a smidge of tyre roar.

Laugh out loud to yourself, as you plant the accelerator, hear the muted rumble of the surprisingly angry little engine, and feel the turbocharger kick in half a second later as you power out.

‘Eccezionale!’ You’ll think, as you feel the click of the immensely satisfying metal paddle-shifters, and the transmission responds in-kind, the engine roaring up the revolutions with enthusiasm.

Sure, the Veloce grade is not as raw, or as wild, or near as fast as the top-grade Quadrofoglio, but all of the exciting spirit of  that car is still here, and at a little over half the price, too. The Veloce is an absolute delight to drive.

It has such poise, makes such a fine sound, and does it all so gracefully. This is how you make a car feel as one with the driver.

Even the ride is deeply impressive. It’s not too harsh or noisy, while gifting the chassis just the right amount of lean in the corners and allowing enough play for it to remain controlled over bumps.

Not only does it work well when you’re driving as it's clearly intended to be driven, but around town it’s quiet and refined inside, living up to the promise of a luxury sedan.

The seats and bolstering are great, the visibility isn’t too bad, and while I’ll complain about the slightly laggy software on the multimedia screen, the digital dash is responsive and the physical climate controls are welcome.

It’s not all perfect. If it were, I think it might cease to be an Alfa Romeo and start sprouting BMW badges.

For example, our test car, with less than 2000km on the odometer, had various inconsistent rattles emanating from the plastic garnish around the digital dash, and somewhere behind the back seat.

Regardless, driving this car has made me a little sad Alfa will be putting this wonderful platform behind it in pursuit of more electrified goals.

I can only hope wherever the Giulia nameplate goes next, it retains the spirit of this version.

The same safety equipment suite is standard on every Giulia variant.

Advanced active gear includes auto emergency braking, lane keep tech, blind-spot monitoring with rear cross-traffic alert, driver attention alert, and adaptive cruise control.

It also scores front and rear parking sensors, and a reversing camera with guidelines. 

The Giulia’s maximum five-star ANCAP safety rating expired at the end of last year, as it was originally rated back in 2016. The facelifted model is ‘unrated’ relative to ANCAP’s current standards.

BMW offers a three year/unlimited km warranty, which is at least a couple of years off the mainstream market pace, and lagging other premium players like Mercedes-Benz and Genesis, both sitting at five years/unlimited km.

Roadside assistance is included for the duration of the warranty period, and the standard ‘Concierge Service’ provides everything from flight information, to global weather updates, and restaurant recommendations, from a real human.

Technically, service is ‘condition based’ with the car telling you when it’s time to hit the workshop, but you can use every 12 months/15,000km as a guide.

BMW Australia offers ‘Service Inclusive’ packages that require customers to pre-pay for servicing, allowing the cost to be covered off in finance or leasing packages and reducing the need for concern about paying for maintenance further down the track.

BMW says there are different packages available, from three to 10 years, or between 40,000 and 200,000km.

Alfa finally updated its warranty to a more industry-standard five-years and unlimited kilometres in 2022.

Service intervals occur at 12 monthly or 15,000km intervals for the 2.0-litre turbocharged variants. Pricing was not available for the model year 2024 version yet in the brand’s online calculator, but to give you an idea for the pre-facelift version, pricing came in between $345 and $1065 per visit, averaging $573 per year for the first five years of ownership. Not cheap, but not as expensive to run as you might expect.

One thing you might want to keep in mind is depreciation. Boring, I know, but even late model examples of the Giulia and Stelvio have been hit particularly hard by the depreciation stick according to residual values we searched up on Autotrader.

For reference, the Genesis G70 and BMW 3 Series have both fared much better in equivalent 2.0-litre turbo forms.