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2020 Alfa Romeo Stelvio Quadrifoglio Road Test | The driver's choice becomes less compromised

The 2020 Alfa Romeo Stelvio Quadrifoglio marks the third model year of the Italian SUV. And every time we’ve driven it, weÂ’ve come away smitten with its driving dynamics but disappointed in areas of technology and finish. So, Alfa Romeo has made some changes, upgrading some interior pieces, revamping the infotainment system and upgrading the driver assist systems. Wisely, everything mechanical has been left alone. The result: This is the best version of arguably the best-driving performance crossover on the market. But it still has room for improvement that could continue to sway some buyers to the competition. WeÂ’ll start with a recap of the best part of this crossover: how it drives. The now famed Ferrari-derived 505-horsepower V6 is the headline grabber, for good reason. It delivers loads of power and does so smoothly and across most of the rev band. It sounds great when driving in Dynamic or Race mode. The transmission itÂ’s connected to, an eight-speed automatic, shifts smoothly and reasonably quickly, but some of the competition can crack off shifts faster. But what really makes the Quadrifoglio shine is the combined capability of the chassis and all-wheel-drive system. They provide enormous amounts of grip and a neutral feeling that encourages you to keep adding power through every corner. It feels light and responsive, more like a car than a crossover. ThereÂ’s a bit more body roll than you might expect for such a serious sporting machine, but itÂ’s not unwelcome. It gives the Stelvio a fluid, lively feel, not unlike what you would find in a Miata, which is also slightly roly-poly. The Stelvio is never upset by bumps, either, and the ride ranges from compliant to bouncy depending on the driving mode. The steering in Dynamic and Race mode is extremely well-weighted and progressive, though in Normal mode, itÂ’s a bit light and numb. On the whole, though, the Alfa is wonderful to drive. Nevertheless, itÂ’s also a luxury crossover starting at over $80,000, so it canÂ’t just drive well. It needs to provide a premium experience with plenty of gizmos to justify the price. In this area, the Quadrifoglio makes a solid initial impression. Every surface is covered in either leather or carbon fiber, and features double stitching at every seam. It looks and feels lovely. The interiorÂ’s crown jewels, though, are the huge aluminum shifter paddles.

Alfa Romeo Giulia to get Ferrari-related engine

Alfa Romeo has a long, proud history of using V6 engines in its coupes, sedans, and sports cars over the years, but as the new Giulia sedan approaches, the Italian marque is allegedly turning to Ferrari for its next six-cylinder. This is obviously not the first time a Ferrari-sourced or derived engine has been found under an Alfa's long hood. While 8C Competizione famously used a version of Ferrari's F136 V8 during its short run, the Giulia's new V6 will be offered on a much larger scale, slotting in above an entry level, four-cylinder turbo (likely the next-gen version of the 4C sports car's 1.75-liter engine). According to Autocar, the new V6 will be "specially developed for Alfa Romeo," and will be built at the Termoli engine factory alongside the new turbo four-cylinder. As for the rest of the Giulia, Autocar has been able to shine a light on a number of other details about the new midsizer. It will, thankfully, be rear-wheel drive, and designed to counter the "mostly cold and clinical" and soulless cars of the German competition, Maserati chief Harald Wester told AC. Some of the new sedan's structural elements will even be shared with Maserati's entry level model, the Ghibli. Most notable of all, though, is what the Giulia means for American consumers. After the limited-run 8C and the niche 4C, the new sedan will lead Alfa Romeo's long-awaited, large-scale return, where it will combat the popular BMW 3 Series, Mercedes-Benz C-Class, Audi A4, not to mention rivals like the Cadillac ATS and Lexus IS. Look for more on the Giulia next week when it's officially revealed in Milan.

2015 Alfa Romeo 4C Spider doffs its cap in Detroit

With the debut of the 2015 Alfa Romeo 4C Spider the Italian company's US lineup has officially doubled. Cosmetically, it makes most of its changes up top and out back, starting with its exposure to the sky. The 4C's 236-pound carbon-fiber monocoque was already engineered for open-air duty, so the Spider only needs an aluminum rollbar underneath the CF roll hoop - called a "halo" - as well as some new upper body brackets and a crossbeam in the engine compartment to maintain stiffness. The CF windshield frame is both bolted and glued to the monocoque. When it's time to close the cabin off, a stowable cloth roof or, later after launch, an available carbon-fiber hardtop will do the job. We've already had the chance to affix and remove the former, and it's a simple job that's good for a full 160 mph, unlike some rival's similar toupees that aren't approved for top-speed runs. When we saw spy shots of the 4C Spider on a photo shoot recently, we thought the center-mounted exhaust from the concept car had been retired, but that's not the case. Buyers will have the option of a center-set Akrapovic titanium dual-mode exhaust, with a carbon-fiber body surround. The aural sensations will be boosted further with three air extractors in the new decklid. The cockpit comes standard with cross-stitched leather in either black, red or Tobacco, depending on package. Details include CF vent surrounds, and an Alpine stereo with plenty of media input options (we're hoping it's better than the absolutely terrible head unit we've already experienced in the 4C coupe). Exterior touches will be enhanced by four new wheel designs in silver or dark finish, with four choices of brake caliper. How much performance will you give up to go topless? It doesn't look like much, if any. The 4C Coupe has been run from standstill to 60 miles per hour anywhere from 4.1 seconds to 4.3 seconds. Alfa gives the estimated time for the Spider as 4.1-seconds, to go along with 1.1 g of lateral acceleration, and says the car only weighs 22 pounds more than its fixed-head sibling. It looks like the Spider is out to earn all the attention it's going to get when it launches this summer. You can turn your attentions now to the mega gallery above and the lengthy press release below, and we'll have live shots of it from the Detroit Auto Show shortly.