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Aluminum Architecture

Generous use of aluminum throughout the Stelvio's architecture is at the very core of its performance, whether you had seat time in it or not, you'll know the impact this creates is what attributed to its success. Even more of a success since Alfa Romeo got it right the first time. Near 50/50 weight distribution, impressive rigidity and steering that some might suggest is unmatched come out on top. Even right down to its all-aluminum engine options developed with Ferrari on site further build on this with around 500-hp if you opt for the Quadrifoglio.

The crossover also benefits from the shared aluminum-intensive architecture, which helps make the 4037-pound Stelvio significantly lighter than many of its peers, including the latest Audi Q5 and BMW X3. That lightness didn’t translate to greater fuel economy in our testing, however. Our car’s 19-mpg observed figure was 3 mpg less than its EPA city estimate and toward the lower end of the compact-ute segment. And its 26-mpg performance on our 75-mph highway fuel-economy loop came up 2 mpg short of its highway rating. (For reference, the all-wheel-drive Giulia we previously tested weighed 377 pounds less and managed 23 and 32 mpg in the same measures.)
- CarandDriver

Largely thanks to its stiff high-strength steel and aluminum architecture, its double-wishbone front and “Alfa-link” rear suspensions and the dedicated effort and skill of its dynamics development engineers, our test Stelvios handled twisty two-lanes way better than typical tallish mid-size CUVs. Yet their ride was pleasingly supple while its braking was strong and linear and its steering near-sports-car crisp and responsive.
- Truck Trend

Giulia DNA

Comparing the Stelvio and Giulia, there's an unsurprising amount of similarities going on which point towards the Stelvio being the next best thing to a Giulia Wagon as Car and Driver magazine puts it. You can bet that success of the Giulia set positive expectations for the Stelvio, odds are its why your reading this. The Stelvio benefits from slightly better off-the-line performance and standard AWD (optional on the Giulia). There are other benefits to getting the Stelvio like the brake-by-wire system, improved interior quality among many other things mentioned in reviews.

"With so much Giulia DNA the Stelvio was bound to be good. At last, Alfa has a car to buy with your heart and head."

On the same road and same conditions, the Stelvio isn’t as much as fun as a Giulia and on a similar plain to the F-Pace, but then what did we expect? On the other hand it’s more spacious and practical than a Giulia and might just get you out of a muddy car park. All things considered, Alfa has done an admirable job on converting its value into an SUV package. Perhaps it isn’t as stirring as Alfas of the past, but this time who knows, you might actually buy one.
- TopGear

The existence of the Stelvio was initially a bit of a letdown, what with Alfa Romeo having teased us prior to its debut with the possibility of building a ground-hugging wagon version of the Giulia. Sexy, low slung, and theoretically imbued with the same delicate tactility that makes Alfa’s four-door one of our favorite new cars, a prospective Giulia wagon had us weak in the knees. But the reality is that a wagon would have been a nonstarter for a reemerging brand in today’s market. Against the shockwave of the industry’s crossover boom, the two-box Giulia didn’t stand a chance.
- CarandDriver



Much like a lot of things we love from the Giulia, the cabin is no different aside from the door bins lined with carpet. Hopefully its a feature that gets added to the Giulia, after all these need to be every bit as practical as they are sporty to a reasonable level. Although both cabin designs share a lot, if elegance is what you're after then the Stelvio's flush and streamlined dash design will win you over. Compared to the next sporty SUV in the segment (Porsche Macan) it comes out on top, the Macan's cabin is more reserved.

The Stelvio’s cabin design is virtually identical to the Giulia’s, with ample room for four occupants but not quite as much space to stretch out as in a BMW X3. Cargo space is on the small end of the spectrum, barely surpassing the hold of a Porsche Macan, but the overall ergonomics are sound and the integrated starter button in our example’s flat-bottom steering wheel makes for a neat display piece. However, the aluminum trim in our Ti Sport test car only somewhat brightened the darkness of its black confines (warmer wood finishes are standard in other versions), and the Stelvio’s trappings in general can seem only mediocre at its $43,190 starting price. Its synthetic dashtop material in particular looks cheap and almost reptilian in texture. One glance at the inside of any of the German alternatives provides proof that the interior of a utility vehicle can be quite snazzy.
- CarandDriver

On public roads, at more sensible speeds, wind and road noise is minimal and while the ride is generally busier than an Audi Q5 or Merc GLC, it deals with the big intrusions well and never feels harsh like a Jaguar F-Pace on 22s. Add into this a 525-litre boot (125-litres down on the F-Pace) with a low wide lip, good rear head and legroom (at least for a 5ft 8in short-arse like me), an infotainment system that isn’t the last word in luscious graphics but is easy to make sense of and interior quality that’s higher than the Giulia (door bins lined with carpet make all the difference, you know) and you have that most un-Alfa of things – an extremely solid all-rounder.
- TopGear


Being the fastest SUV in its class the Quadrifoglio pumps out an impressive 503bhp with an RPM range that ensures it gets enough get-up-and-go. If that wasn't enough, one automotive publication discovered it did better than its older sibling, the Giulia QV. Benchmarked against what were once class leading SUV's like the Macan, depending who you ask, the Stelvio can out do most of them. We have the Ferrari derived powetrain to thank for that, without it, who knows how the Stelvio would rank.

The Stelvio and Stelvio Ti will also be offered in Sport versions. All models will feature Alfa’s Q4 All-Wheel Drive system. The Stelvio, Stelvio Sport, Stelvio Ti and Stelvio TI Sport will move down the road courtesy of a MultiAir2 – 2.0-liter, SOHC, 16-Valve, direct mount, twin-scroll turbocharged inline four-cylinder engine with Gasoline Direct Injection. The Longitudinally mounted front engine makes 280 horses at 5,200 rpm, while also developing 306 pound feet of torque in a range from 2,000-4,800 rpm capable of propelling the Stelvios from 0-60 mph in 5.4 seconds, with a top speed of 144 mph. Motive force reaches the driving wheels via an 8HP50 ZF Eight-speed Turbo automatic transmission with manual mode, featuring Alfa’s DNA drive mode selector, with three settings: Dynamic; Natural; and Advanced Efficiency. Dynamic provides sharper brake and steering feel with more aggressive engine, Transmission and throttle tip-in calibrations.

The Alfa Romeo Stelvio Quadrifoglio is focused on being the world’s fastest production SUV, and will be powered by the same heart and soul that gives life to the Alfa Giulia – a 2.9-liter, twin-turbo, Direct Injected, 90-degree V6 that delivers 505 horsepower at 6,500 rpm and 443 pound feet of torque in a range from 2,500-5,500 rpm and is capable of rocketing from 0-60 mph in 3.9 seconds and of achieving a top speed of 177 mph. The transmission is the same electronically-controlled eight-speed automatic with column mounted paddle shifters, but the Alfa DNA Drive Mode Selector is the Pro upgrade, and adds a fourth setting – Race.
- TFLCar


Alfa Romeo worked their magic to make a large SUV feel more like the Giulia Wagon some of us dreamed about. Overall its a firm and well tuned suspension setup that hugs the road, again, much like the Giulia. Depending who you ask its ride and handling can feel similar to some well respected sports cars sold today especially when you switch off ESP. Overall its what Porsche feared but what the marketed required to further raise the bar. We look forward to how Porsche and other rival brands respond in future model years.

The underpinnings are fairly sophisticated, using double-wishbones up front and a multilink setup at the rear. This is (unsurprisingly) much the same as the Giulia, but the Stelvio rides 140mm higher and therefore battles a higher centre of gravity. On our first acquaintance with the car, Alfa Romeo told us that the Stelvio’s dampers are ‘quite a bit more expensive’ than those of the Giulia, a result of tuning a heavier, taller car in a way that makes it feel like a lighter, lower one. Even so, the Stelvio is as much as 200kg lighter than its closest competitors; the 2-litre petrol tips the scales at 1660kg.
You’ll want to keep the Stelvio in Dynamic mode to really get the best from the steering, as it reduces the assistance (though the rack still remains light, aiding the feeling of agility) and makes the steering’s off-centre response feel a little more natural.
- Evo.UK
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