Alfa Romeo Stelvio 2018 Review

Hated by diehard Alfisti fans but set to be loved by actual buyers, the all-new Alfa Romeo Stelvio SUV is shaping up to be the most controversial Alfa since the unholy Arna (a re-badged, re-engineered Nissan Pulsar) but also the most successful car in the Italian car-maker's 107-year history.

Set to arrive Down Under around March 2018, Fiat Chrysler Automobiles (FCA) Australia claims it's still too early to confirm details on the cars we're getting.

For now, just two four-cylinder engines are confirmed from launch – a 147kW 2.0-litre turbo-petrol and a 156kW 2.1-litre turbo-diesel -- followed by a more powerful version of the 2.0T petrol four that will push out the same 206kW as the Giulia Veloce.

From the latter part of 2018 the flagship Quadrifoglio (QV) is expected to arrive. Thanks to its Ferrari-derived 375kW 2.9-litre twin-turbo V6, it will prove a direct rival to the Porsche Macan Turbo.

All models will come with an eight-speed automatic sourced from ZF and all-wheel drive – Australia will miss out on the low-power rear-wheel drive versions.

Come 2019, its rumoured a plug-in hybrid will be introduced.

FCA Australia says it's not interested in low-spec Stelvio models and will focus on a single high-spec trim that will be offered with a sporty Veloce pack and a more luxurious Lusso pack.

Pricing is another area still up in the air, but in the UK the step up from the Giulia sedan to the Stelvio will cost you a considerable £9000 ($A15,000) more than the Giulia, suggesting the range will kick off at around $65,000 – in line with key rivals like the BMW X3.

Most families and lifestyle buyers will be happy to pay that sort of money for the Stelvio's added practicality over the sedan, says FCA.

The Italian SUV gets a decent 525-litre boot and plenty of space for two adults in the rear — three, at a squeeze for short journeys.

Sitting far higher than the standard Giulia, the commanding driving position gives a good view of the road ahead and, we're still convinced, the Stelvio's cabin is the best interior Alfa's ever made.

Although the illusion of quality soon disappears. Case in point: a fingertip search revealed that Alfa still hasn't managed to fix the sharp-edged plastic on the gear selector which early cars suffered — highlighting poor attention to detail.

It's a shame for an all-new car the Stelvio is still also crying out for a better infotainment system. The Alfa's 8.8-inch system lags some distance behind the very best in the class. It's a surprise, too, the system isn't touch-screen and lacks the sharp, clear displays offered by Volkswagen Group products.

A large, customisable digital instrument panel like Audi's Virtual Cockpit? Again, Alfa has no answer.

That said, the tasteful natural wood veneer, comfortable seats and overall cabin ambience go some way to overcome the technical failings.

Build is generally good but, again, it's hard not to mention one of our cars suffered both from an ill-fitting petrol flap and an electric seat motor that let out a banshee-like wail every time we dared to adjust the seat.

It's also worth re-mentioning that, what you lose in the perception of quality and tech, Alfa rewards with real engineering.

Benefiting from Alfa Romeo's (and parent company FCA) billion-dollar investment in the all-new Giorgio platform, that we'll see used on everything from small Jeeps to fast Maseratis, the new architecture is stiffer and lighter than any previous Alfa underpinnings.

Commendably, the heaviest Stelvio is claimed to weigh in at 1660kg -- more than 100kg lighter than an F-PACE. To accomplish this lack of mass Alfa has relied on expensive ultra-high tensile steel and aluminium for the bonnet, rear body, main suspension parts and brake callipers.

More remarkably, Alfa has achieved the hallowed 50:50 weight distribution most sports car makers aim for.

There's even an exotic carbon-fibre prop-shaft that channels 100 per cent of its torque to the rear wheels in most circumstances and only re-proportions up to 50 per cent of its torque forwards when slip is detected.

This means that, in most circumstances, the Stelvio SUV should feel rear-wheel drive.

Helping offset the 190mm increase in ride height over the Giulia, the Stelvio comes with a wider 54mm front track and 29mm rear track in an attempt to raise cornering grip.

Climbing behind the wheel of the 206kW 2.0-litre turbo that's still to be confirmed for our market and it doesn't take long before the Stelvio reminds you it's out for the Porsche Macan rather than the Audi Q5.

Producing its peak 400Nm of torque from 2250rpm, the Alfa SUV feels light and agile and quick.

Taking just 5.7 seconds to hit 100km/h, the punchy petrol outperforms rivals like the Macan with a similar engine thanks to the simple fact there's less mass to haul around.

It's not the most tuneful of operators, but the eight-speed automatic is a willing companion on your favourite road, even upping the entertainment stakes when you use the comically large aluminium paddles behind the wheel in manual mode.

Left to its own devices, in either of the 'D' (Dynamic), 'N' (Normal), 'A' (efficiency) modes, the ZF-sourced box seems to be far more intuitive than the last car we drove.

Even on large 20-inch wheels, ride comfort was acceptable.

What hasn't changed is the overall balance of the Stelvio. It's agile and engaging but on the bumpier Northern Irish roads it exaggerated the feeling that the Alfa SUV was more rear-wheel drive sedan than tenacious hot hatch.

Where the petrol engine felt as enjoyable and lively and a decent match to the more challenging roads, the diesel we swapped into felt like it was all at sea.

Adaptive dampers are yet to be confirmed for the right-hand drive market and if there's ever a car that needs it, it's the oil-burner on the large 20-inch wheels.

Where the petrol absorbs the worst of the bumps, the diesel never quite settles.

Alfa will offer both 18-inch and 19-inch wheel option for the diesel. We suggest sampling both or wait for the adaptive dampers.

Another area where the diesel is overshadowed by its petrol sibling is that it's a noisy operator. That said, there's no complaints about its performance as it can still reach 100km/h in just 6.6 seconds and average a fine 4.8L/100km.

At highway speeds, the wind noise we suffered in the earlier cars seems to have been addressed and is no longer something you notice on a cruise.

Speaking of which, it's disappointing that some of Alfa's rivals like the all-new BMW X3 and Volvo XC60 come with semi-autonomous cruise control that self-steers, brakes and accelerates and generally takes the strain away on long distance drives. There's still no plans to introduce similar tech on the Stelvio.

So overall, despite its failings, Alfa's first attempt at an SUV remains a success.

It's still outclassed by cars like the Audi Q5 for tech, comfort and quality, but if you're looking for a mid-size luxury crossover that refuses to sacrifice style or fun-behind-the-wheel the Stelvio could be the SUV for you.

2018 Alfa Romeo Stelvio pricing and specifications:
On sale: March 2018
Price: From $65,000 (estimated)
Engine: 2.0-litre turbo-petrol and 2.1-litre turbo-diesel four-cylinder
Output: 147kW/330Nm, 154kW/470Nm
Transmission: Eight-speed automatic
Fuel: 7.0L/100km, 4.8L/100km
CO2: 136g/km, 127g/km
Safety rating: Five-star Euro NCAP July 2017