Lexus GS VS Alfa Romeo Giulia
- Super-smooth V6
- Lots of interesting tech
- Lovely (if old-fashioned) interior
- Media system
- No Apple CarPlay/Android Auto
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.
Ah, yes, the Lexus GS. Toyota's luxury off-shoot had high hopes for the new big boy when I first saw it a few years ago. Not thousands-of-sales high hopes, but the company thought a rear-wheel drive luxury sedan stacked with gear you didn't even know you wanted would be a dead-set winner.
And to be fair, they were right. I ran a GS as a long-termer and it was impeccably-mannered. In hybrid form. It wasn't sparkling, but my goodness, it used barely any fuel; especially impressive given its size.
|Fuel Type||Premium Unleaded Petrol|
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|
Weirdly, given all the good things I've had to say about the GS F Sport, it doesn't quite hang together. It's missing that certain something the Europeans have in their chassis, particularly the BMW 5 Series, and with ageing interior tech, it's struggling to keep up.
It's a car built for specific tastes, and they're more California than Straya. And that's perfectly okay, but unfortunately, that doesn't translate to a stampede of buyers. Having said that, none of its German rivals (or its beleaguered Japanese counterpart, Infiniti) could claim wild sales success either.
The GS is a terrific car, underrated but also just not quite there for my taste. The GS F, though, that's another thing altogether.
Does Lexus even register on your big luxury sedan radar? If it does, what stops you from taking the plunge?
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 GS is ageing well, but it's still a bit heavy-handed around the headlights and a little on the slabby side along the flanks. It doesn't look poised for action, even with the F Sport additions, but nor does it look frumpy, mostly due to the whopping blacked-out spindle grille, a Lexus signature.
The rear end is good looking but a bit bluff, again neither surprising or delighting.
Little has changed inside, but it's still a very nice cabin, and always will be apart from a couple of clangers (the gear shifter looks super-cheap).
What's more, it's welcoming, lots of very nice materials, comfortable, seats - it's exactly what it needs to be. Whatever you might think of the looks, one thing is absolutely certain - if anyone builds cars better than Lexus, it's a very, very short list.
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.
Being a big car, there's plenty of room inside. Four passengers will be very comfortable although rear legroom was a bit on the skinny side given the car's size.
The cabin contains a good-sized console bin, four cupholders and each door pocket into which you could conceivably slot a bottle.
The 520-litre boot is a useful shape, with a sensible load height and a space-saver spare under the floor. The 5 Series and E Class both best the Lexus by 10 litres, so the GS isn't far off the norm.
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.
Price and features
We had the pleasure of the GS 350 F Sport for the week, which is well over $10,000 cheaper than the Luxury and is therefore the 'default. If you're not sure what F Sport means, it's Lexus' answer to an M Sport or AMG pack, without all the high-powered engine shenanigans to go with it. If that's what you're after, the V8-powered Lexus GS F is definitely for you.
Starting at $95,300, the F Sport has a spectacular standard features list - 17-speaker stereo, 19-inch alloys, variable-geared four-wheel steer (!), adaptive suspension, dual-zone climate control (with moisturising function), hectares of leather trim, head-up display, electrically-operated heated and ventilated front seats, rear sunshade, F Sport instrument screen, auto LED headlights, keyless entry and start, sat nav, front and rear parking sensors with around-view cameras and a space-saver spare.
The media system is run from Lexus' 12.3-inch screen embedded in the dashboard and controlled from an infuriating console-mounted mouse-clicker with a couple of shortcut buttons. It really is spectacularly irritating and made worse by the rotary dial stationed next to it that acts as the drive mode selector. Why not use that instead?
As ever, the system is mildly baffling to use and hard to look at, but the sound is absolutely lovely from the Mark Levinson-branded speakers. Lexus is persisting with a DVD player but it also has DAB+.
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.
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.
A real world 13.7L/100km is a solid miss of the claimed 9.3L/100km, which itself is hardly earth-shattering. It's a big heavy car and that's the penalty. It drinks fuel fast, so the 66-litre fuel tank does drain quickly and it's worth knowing you have to fill it with the 95 RON or better.
There are things you expect in a Lexus. Quietness. Composure. Smoothness. The GS delivers all three of those things effortlessly. But it has a few extra things in its bag that I can't say I was expecting.
For a start, the 3.5-litre V6 moves the car without any carry-on and in doing so, I was constantly amazed at how quickly the speed in the head-up display reached the posted limit. It just doesn't feel or sound like a six second car, but there you are. The transmission is virtually faultless, the engine sound distant and refined, the power impressive.
It's a heavy car, no question, but two things work to make it feel much lighter. First - and it doesn't matter which mode you choose - the adaptive suspension somehow knocks about 200kg out of how heavy the car feels. The brakes, while a little soft on pedal feel when you first step on them, are very effective and again help to make the car feel lighter than it is.
The four driving modes are quite distinct. As usual, Eco makes everything soft and doughy or as I prefer to say, unpleasant. Normal is great for every day, with just the right throttle response and steering weight.
Moving to sport ups the aggro slightly while Sport+, while never harsh, firms everything up to the point where it starts to feel like a different car. Sport+ makes the car feel race-car pointy, the suspension holds the body in check and the power seems readily available without jerky progression
The all-wheel steer is a big part of the change in feel. It's is especially sharp in Sport+ mode. The steering's gearing changes up quite a bit, meaning a lot less steering lock required for your favourite hairpin bend. Of course, at real speed it all calms down because neither you nor Lexus are fond of sneezy lane-changes or Armco-swiping. At first I thought it just made the big car feel a bit too nervous but as I got used to it (and was able to dial it down by switching back into a less racy mode) I found it fun but a little bit out of character with the car itself.
And just because it's the F Sport, that doesn't mean it can't do all the things you'd expect from a Lexus. You can still waft, you can still creep up on people and it's really very comfortable when you're cruising or stuck in traffic.
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 GS scores 10 airbags, ABS, stability and traction controls, blind spot monitoring, rear cross traffic alert, forward AEB, active cruise, auto high beams and lane departure warning with lane keep assist.
The GS doesn't have an ANCAP or Euro NCAP rating while the USA's IIHS (Insurance Institute for Highway Safety) rating is good for each key crash-worthiness measure. The IIHS suite of tests is quite rigorous but differ from our ANCAP/Euro NCAP standards.
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.
There's one area where Lexus smashes the Germans and that's after-sales. While the warranty is hardly ground-breaking at four years/100,000km and service intervals are reasonable at 12 months/15,000km, it's how it all comes together.
For the duration of the warranty, when the car needs a service, Lexus will either come and get it then return it to you, or give you a loan car. Anecdotal evidence suggests this continues long after the warranty runs out. Like, 10 years after the warranty runs out.
This is a small thing, but if there's one thing I hate about car ownership, it's the servicing experience. If I was a betting man, I'd dare you to find someone who genuinely has a problem with Lexus after-sales care.
On top of that, you get a generous roadside assist package for four years.