Driving Impressions: 2018 ALFA ROMEO STELVIO Ti

By: Mark Moskowitz MD

Alfa Romeo left our shores in the mid-1990's, its small engines choked by smog control and its handsome facade marred by NHSTA regulations. *

Mid-century Grand Prix victories had crafted a performance image. Alfa competed with the best in endurance racing in the 60's and 70's. In the US, Alfa sedans claimed two under 2 Liter Trans Am championships.

Perhaps, no one put the Alfa grille and logo in front of more of the US population than Dustin Hoffman. The Graduate edition of the Alfa Romeo was probably their last best hurrah. Sales trickled; they left the US in 1995.

The 21st century and its opulence brought favor to objects automotive and Italian. Ferrari and Lamborghini have continuously ratcheted up production and barely met demand. Maseratis are suddenly plentiful and popular.

Alfa heralded its return to the US market in 2008 with a halo car, the 8C Competizione coupe. Just 84 came to the states. A smaller halo car, the 4c Coupe, was launched in 2014. Many still adorn dealer show rooms.

Alfa hit its stride with the belated launch of the Giulia, a well-balanced and popular performance sedan. Following with an SUV was a no-brainer. To meet Alfisti expectations, it would have to have performance and style.

Exterior and Styling

From the sides and the back, the Stelvio is handsome, especially when its optional and expensive Rossa Competizione Tri Color paint is bathed in sunlight. It's difficult to distinguish oneself from the dozens of mid-size SUVs and it's fortunate that Stelvio designers resisted the temptations of side scoops, faux vents and oversized ground effects. The side and rear views are all about gentle curves.

Head on the Stelvio is modern and Alfa. The central shield or triangle first appeared in the thirties, possibly inspired by the 'scudetto' or small tricolor shield worn by Italian athletes. It still looks great. In this iteration it's topped by the familiar Alfa Romeo badge and underscored and flanked by a pair of oversized honeycombed satin black grills. It's distinctive and attractive. Well done.

The Drive

Sport seats are usually not part of this section but bear comment. The entry level Stelvio has plush seats with low but distinct side bolsters; they are comfortable immediately and over a long drive. The sport seat is more firm and side and seat bolsters more pronounced. At first contact, I was concerned. Toggles for separate lumbo-sacral and lower thoracic support, and buttons for the side bolsters as well the standard multiple adjustments put me, my back and bottom at ease in perpetuity thanks to the seat memory function. More succinctly the sport seat enhances the sport experience.

And it get's better. The all-aluminum twin scroll turbocharged four employs its 280 cavallo to consistently deliver 0-60 times in the mid five second range. And it keeps pulling from there. A top speed of 144 is claimed; I did not try to see it. The three drive modes affect shift points, throttle response and steering assist. No matter which of the three modes (Dynamic, Natural and Advanced Efficiency) employed I found steering response and shift points appropriate. The eight-speed transmission goes from gear to gear nearly imperceptibly and never seems to linger. The oversized paddle shifters can be employed but I doubt performance would be improved.

The Stelvio makes liberal use of light weight materials. Liftgate, doors, hood and multiple chassis components are aluminum. The driveshaft is carbon fiber! It works well; I felt autocross comfortable at low speeds and as close to sports car feel that one might in an SUV at speed. Standard AWD is a plus.

Large (and painted) Brembo four-wheel discs afford excellent and smooth stopping power at speed and in town. Just before coming to a complete stop, the braking seemed to enhance or 'grab'. This was consistent and noticeable to passengers. The ride was firm but comfortable though I suspect those who do not indulge their inner Mario Andretti on a regular basis would prefer the suspension accompanying the entry level, base TI, and Lusso models. It performs admirably in the twisties as well.

Interior Observations

Interior appointments are better described as attractive and practical than luxurious. Accents can be had in satin aluminum or wood grain. The optional Sport seats and leather clad steering wheel are upscale.

Frontal view is excellent. A slanted smallish rear window is compromised by rear seat headrests; it's merely adequate and fortunately supplemented by large side view mirrors.

The rear footwells can accommodate a '6-footer' around town or out for an evening. Longer trips require compromise with the front seat occupants.

The center console is dominated by the shifter and dials for the drive modes and infotainment system. Two cupholders provide the only open space. Sunglasses, key fob, and cell phone can reside either in covered storage or generous side pockets.

Alfa has resisted the temptation for ever larger gauges. The full extent of the 3.5 inch tachometer and speedometer can be viewed within the confines of the D shaped steering wheel.

Picking nits: Luxury features that eluded me are seat ventilation and activation of seat heaters with remote start.

Electronics

I was surprised that Alfa had not adopted Chrysler's convenient U-connect system. The lack of a touch screen and the need to scroll for each letter and number of an address seems a bit antiquated. Steering wheel activated voice to text is one workaround; a better one will be Apple CarPlay and Android Auto advertised but not available at the time of test.

The optional 14-speaker Harmon Kardon audio system offered great sound in a surprisingly quiet cabin. Console mounted dials control stations, volume, nav etc. A bit of a bother was the need to restart from station 1 with each adjustment away from an XM station. Favorites' settings shorten that journey.

The Stelvio is neither a compact nor a mid-sized SUV. Let's call it a small, sporting, luxury SUV. It's a favorable choice among a crowded field occupied by the likes of the Audi Q5, BMW X3, Porsche Macan and Jaguar F-Pace. Cargo spaces are reasonably similar. All offer AWD. The Alfa seems to offer more standard and optional features for less money and leads the group in horsepower. Features such as remote start in the base model of a European are unusual and welcome. As are the Bi-Xenon Headlamps and power folding exterior mirrors.

How would I equip my Stelvio Ti? The Driver Assist Dynamic Plus Package includes adaptive cruise control, lane departure and forward collision warning ($1500). The Driver Assistance Static Package includes Blind Spot and Cross Path Detection and auto dimming exterior mirrors ($650). Both are a must and the Premium Audio ($900), a desire. Delivered, about $48,000. I'd hold on the sport-package, base models have a very sophisticated suspension and their ride is better. And there are few times I dare to test the limits of adhesion in an SUV.

Arrivederci!

*Not all the blame can be placed on the EPA and DOT; Alfa wrestled with an unruly labor force in the seventies and eighties and was further hampered by a small dealer network and the high cost of trans-Atlantic transport.

Many thanks to Stateline Alfa Romeo of Fort Mill, South Carolina.

Photo credit: Mark Moskowitz MD

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