2024 Alfa Romeo Giulia Quadrifoglio | UK Review

If this Alfa Romeo Giulia looks familiar, that’s because it is – to all intents and purposes, this is the 100 Anniversario car reviewed last year, shorn of its gold bits. It’s the 2024 Quadrifoglio that will probably see the car through to the end of its life, given Alfa’s commitment to an all-electric lineup by 2027. 

This Alfa probably looks familiar too because the centenary special (and the broader range refresh) didn’t change very much cosmetically. There are the two banks of three lights that are back to being a brand signature (but don’t look as much like an SZ as they’re claimed to), slightly different rear clusters and, well, nothing else really. Perhaps the front end is a tad fussier, but the Giulia remains a handsome saloon – in every possible wheel and colour combination. Reassuringly familiar, too, which counts for something when the whole world can seem upside down and inside out. Plenty (you might say justifiably) still aren’t over a four-cylinder C63 or the look of the M3, so slightly different lights for the best-looking super-saloon out there seems more than acceptable. 

Same inside; more than ever the Alfa lacks the razzle-dazzle of a BMW or an AMG interior (and there’s nothing that some new digital dials can do to help that), with a small, dim central screen and some less than stellar materials. But you know what? It’s laid out logically, it doesn’t require a 12-year-old to tell you how everything works, the driving position is great and it doesn’t incessantly bong at every opportunity – despite the fitment of a Driver Assistance Pack. Keeping what’s good and making folk tolerate gripes is undoubtedly preferable to fiddling for the sake of fiddling. By dint of its time on sale and the advancements made elsewhere, the Alfa’s cabin now almost feels a bit dated – you’d say ‘classic’ to be kind – but given how progress has manifested itself elsewhere, that could be called a positive as much as a drawback. It’ll pair with your phone, the drive modes are easily accessible, the HVAC isn’t a challenge and the paddles are still glorious – what more do you need?

The old-school feel extends to the changes underneath. There are steering and suspension tweaks, as per most updates, but also a change of differential. Out has gone the occasionally inconsistent electronic differential, replaced by a mechanical LSD. Just as BMW has confirmed it won’t sell rear-drive M4s in Britain anymore and a C63 makes the Eurofighter Typhoon look a bit rudimentary, so Alfa has thrown a traditional locking diff in the back of its RWD icon. It isn’t hard to be convinced before going anywhere; development focus must inevitably now be on the EV Quadrifoglios, and if that means the old stager can last a couple more years flying in the face of a lot of nonsense, that sounds great. 

Especially when it drives this well. A confession, first off: having not driven an old Giulia Quadrifoglio for yonks and not in anger for even longer, it’s hard to be truly definitive on the advancements made. Certainly, however, it feels better and, as a demonstration of how entertaining front-engined, rear-drive cars with limited-slip differentials can be, there can’t be many better exponents left on sale. 

Confidence is the key, as with so many of the greats. Where the old car could be a tad indecisive once the rear wheels spun, now you can have total faith in the correlation between your right foot and the behaviour of the driven wheels. Without wishing to sound like too much of a helmsman hero, there’s no need for ten-stage traction control when there’s this level of trust; on a few laps of the small track at Bicester Heritage, it’s simple to use the new limited slip diff to both subtly straighten the car under power or indulge in something more lurid. The relationship between you and the hardware is more transparent than ever, so it’s hard not to play along. A front end that was always super keen is now matched by a back axle that will assist 100 per cent of the time, which is great news. 

That has benefits on the road, too, even if they are busy ones around Milton Keynes. The Giulia drives out of every bend (or roundabout) with conviction, accurately and reliably every single time. Obviously the tyres aren’t going to be pushed in that situation, but to get a feel of the car’s laudable balance – plus all that’s good about rear-wheel drive – remains a real pleasure. Its predecessor did that too, of course, but the predictable response of the diff now ensures a much-improved sense of consistency.

The ride is improved as well. Again it’s hard to say with absolute certainty, though this Giulia didn’t feel to have lost any of the old model’s suppleness – a real boon given how tough cars like the M3 are – while also feeling more assured over lumps and bumps. Where you might have opted for the firmest setting to ensure control previously, Race mode and the mid-way damper really do work a treat for comfort and precision. There’s no slack, though nor is there any float; the Natural drive mode is ideal for a cruise, and Dynamic is there for when another roundabout presents itself. There’s precious little fiddling possible or desirable, because it all feels very cleverly done to begin with. The Quadrifoglio was always a lithe, agile, rewarding super-saloon – and now it feels more rewarding to drive than ever.

Add that to a powertrain full of energy and enthusiasm at any engine speed, and it’s very easy to be swept up in the charm offensive all over again. As it rasps through its short gear ratios, deftly manages B roads, dives for every apex and claws out of every bend harder than before, the Alfa ably demonstrates what happens when you nailed the basics. 

Some issues remain, of course. The brake pedal is still a bit dead, refinement could probably be improved and, even with the confidence of a new diff, a mid-way traction control setting for Race mode would probably be advantageous on the road. There’s also the price to think about, because a very familiar car that felt just as fast (because it was only 10hp less powerful) was £61,000 in 2017. At the 2020 facelift, it was from £67,000. Now it’s £78,195 before a single option. Which seems like a lot, yes, although it’s worth pointing out that with inflation as it is, that 2020 RRP is now £81,000. So cars are still just more expensive than we think they should be, basically. At least the suspension and diff are worthwhile, tangible improvements. 

For the most complete fast four-door package out there, the BMW M3 is probably still the better car. We’ll get them both together soon enough to be sure. But as the world inexorably moves towards more tech, more assistance, more everything – with seemingly as many drawbacks as benefits for the moment – so a car with such an explicit, laser focus on its driver is all the more appealing. The Giulia feels light, compact, fast and fun because it is, not because technology has contrived it to feel that way. That authenticity, now neatly encapsulated by the rugged, dependable feel of the LSD, will only serve the Giulia well in its twilight years. The Quadrifoglio was always a popular car on PH, coming second only to the E39 M5 in our PH25 saloon vote, and for very good reason. Now it’s better than ever, meaning there’s really never been a better time to see what all the fuss is about. 

Engine: 2,891cc, V6, twin-turbocharged, petrol
Transmission: eight-speed automatic, rear-wheel drive
Power (hp): 520@6,500rpm
Torque (lb ft): 443@2,500-5,000rpm
0-62mph: 3.9sec
Top speed: 191mph
Weight: 1,660kg (DIN)
MPG: 28 (WLTP combined)
CO2: 228g/km
Price: £78,195 (price as standard; price as tested £80,445 comprising Driver Assistance Package for £2,250)