Alfa Romeo Giulia Quadrifoglio 2016

[LucioFire]

 

@McDave Purtrop il banner di sky non mi fa usare il tasto per quotare.

Comunque io non ho offeso nessuno. 

Semplicemente in tanti anni di permanenti e nelle innumerevoli riviste che ho non ho mai letto di gta paragonata a m3.  quindi ho semplicemente detto la verità. 

Troppa differenza di prezzo.  e troppa differenza di cavalli.

Secondo il tuo ragionamento pure la laguna 3.0 v6 è una concorrente di m3. 

3000 v6 e top di gamma.

156 puntava a un gradino,facciamo anche 2,sotto come livello.

Così come audi offre versioni s e rs 

[effecube]

C'è tanto testosterone a giro...

[yigy]

Cita

First Drive: 2017 Alfa Romeo Giulia Quadrifoglio U.S. Spec

Food for a driver’s soul — unless you’re trying to catch it.

Napa, California — Around the Nürburgring Nordschleife, a.k.a. “the Ring,” the ultimate petri dish for litmus-testing the world’s most scintillating automobiles, it is quicker than the Porsche 911 GT3. And the Lamborghini Murciélago LP640. And the Ferrari 458 Italia. And the Nissan GT-R Spec V.

Oh, and it seats four and has a delightful audio system.

The new 2017 Alfa Romeo Giulia Quadrifoglio (also often called the “Giulia QV”) isn’t simply the most powerful Alfa ever, it’s also presently the fastest production four-door sedan in the world around the Ring. Its recent record-shattering lap time of 7:32, with Alfa test driver Fabio France at the helm, even bested purebred two-seaters from the likes of Pagani, Koenigsegg, McLaren, and RUF. The in-car footage is easily found and will clench up your gluteus maximus tighter than Charles Bukowski on St. Patrick’s Day.

 

The Giulia has to be good, as it forms the cornerstone of Alfa’s ambitions for the U.S. market. In contrast, the limited-production 8C supercar and even the more affordable two-seat 4C, which have already made the trip stateside, are mere drops in the oil pan; it’s the Giulia that Alfa is relying upon to take the brand mainstream. Waiting for the Giulia, though, has been like holding out for “Blade Runner 2.” After hearing rumors of its potential arrival for years, Americans finally got their first glimpse of the car way back at the 2015 Los Angeles Auto Show, and several delays have stalled the car’s debut since. Finally launched in Europe earlier this year, the Giulia Quadrifoglio — the performance version in the lineup — will at last appear on our shores this December. Sometime in the first quarter of 2017, a less aggressive, turbo four-cylinder version — available with optional all-wheel drive — will follow.

The name Quadrifoglio (“four-leaf clover”) harks back to 1923, when Alfa team driver Ugo Sivocci was killed testing the company’s new P1 racer at Italy’s Monza circuit. For good luck, the notoriously unlucky Sivocci (he was a regular runner-up) had decided to paint a green clover in a white square on his car — whereupon he immediately won the prestigious Targa Florio. Just months later came his accident in the P1 — without a quadrifoglio on its bodywork. Clearly a working lucky charm, thequadrifoglio has adorned Alfa racing cars ever since; it’s surrounded by a white triangle rather than a square, the missing corner to honor Sivocci.

Going into battle against proven heroes like the BMW M3 and the Mercedes C63 S, the Alfa QV can’t be anything less than righteously equipped right off the landing craft. As it turns out, it’s even more righteous than anybody could’ve predicted. Under its hood lies a 2.9-liter twin-turbo, twin-cam V-6 sourced from Ferrari (think of it as the bi-turbo V-8 from the 488 GTB but with two cylinders hacked off by a chainsaw). Output is a class-leading 505 hp at 6,500 rpm, which translates to an equally impressive 174 hp per liter (given the modest displacement, much of the credit owes to a massive 35 psi of boost). Despite being heavily performance-biased, the engine is equipped with cylinder-deactivation and start/stop technology to stretch every possible yard from each gallon of premium fuel.

Most insiders expected the QV to launch stateside with a six-speed manual transmission, while an 8-speed paddle-shift automatic would be available in Europe. Nope — just the opposite. All U.S.-bound QVs will sport the eight-speed automatic, which is actually the quicker of the two transmissions (Fabio France used the paddle-shifter on his Ring-record run). Gear changes are completed in just 100 milliseconds, so (sorry manual purists) the computer can make your manual shiftwork look like you’re operating in a tar patch.

From the very start, Alfa designed the Giulia with performance taking priority over all else (indeed, the Quadrifoglio was developed before the less-potent four-cylinder versions, its DNA trickling down). Minimizing weight, therefore, became an obsession. The Giulia’s so-called “Giorgio” rear-drive platform is all new and exclusive to the car, and makes extensive use of lightweight aluminum. Moreover, the hood, roof, rear spoiler, rocker moldings, driveshaft, and active front splitter are made of even lighter (and stronger) carbon fiber. Curb weight is said to be around 3,400 pounds (about 200 pounds lighter than an M3), with a claimed 50/50 weight distribution. Combined, the potent, all-aluminum V-6 and feathery chassis return a best-in-class power-to-weight ratio.

The exterior is clean and appropriately aggressive, with Alfa’s signature grille plus enough strakes, vents, and ducts to leave no doubt about this sedan’s métier. It isn’t the most distinctive shape on the road (at a quick glance, you could confuse the Giulia for any number of rival sedans), but it is good-looking in a purposeful way. Fat performance tires (245/35ZR19 Pirelli P Zeroes in front, 285/30R19s in back) wrap around 19-inch lightweight-alloy wheels. Bi-Xenon adaptive headlamps are standard, as are LED running lights and taillamps, dual-mode quad exhausts. Inside the attractive wheels, Brembo performance brakes with red calipers clamp down on the rotors.

Inside, it’s clear that Alfa spent its money on the important stuff — not flash. The cabin is almost Spartan in its lack of adornment or frills — which is not to say it’s unattractive. Instead, the cockpit feels welcoming, uncluttered, and appropriately businesslike — including big central gauges, an F1-inspired leather steering wheel (with standard heating), an 8.8-inch widescreen nav display, and spectacular leather/Alcantara sport seats with conspicuously beefy side bolsters. Carbon fiber accents are standard, though aluminum and a modern-looking wood are optional. Also standard is a vast array of equipment often found on the options lists of rival machines: front and rear park sensors, backup camera, blind-spot detection, keyless entry and start, and SiriusXM radio. The few options include a carbon-fiber steering wheel, a 14-speaker Harman Kardon audio system, adaptive cruise control, Sparco racing seats, and carbon-ceramic brakes.

I had chance to sample the QV on the roads in and around California’s Napa Valley — plus hot laps on twisty, rolling Sonoma Raceway. As often happens when you’re testing a performance car with the handling limits of a centrifuge, it rained. A lot. Just keeping this highly pressurized beast in a semi-straight line promised to be as challenging as singing a honey badger to sleep.

Immediate impression upon pressing the red pushbutton starter on the steering wheel: the turbo six is gloriously smooth. I prodded the tach needle upward a few times without so much as a shiver from up front. Instead, I was treated to an intoxicating swell of revs, the exhaust crackling on the overrun, the motor practically begging me to get going.

Second impression after only a few miles out on the road: the QV is a car overflowing with character. It’s fast, melodious, and thrilling on its feet—even when you’re tip-toeing through the NoCal rain. Among its rivals, there isn’t anything else quite like it.

Much of that character derives straight from the powertrain. The engine is hugely powerful, gunning the car forward with a ferocious urgency (and a Pavarotti timbre) at even modest throttle settings. Adding to the drama is the superb 8-speed; in manual mode, shifts crack off in the air and smack your backside. The transmission feels nearly as quick as a dual-clutch unit, and the giant paddles behind the wheel feel so good to your fingertips you’ll never want to leave the shifter in automatic mode. The car injects its Alfa Romeo sports/racing heritage straight to the core of your cerebellum.

You haven’t felt “quick” in a chassis until you’ve driven this QV. The ride is firm and clearly tuned for response above comfort (the ride is not harsh, however). Steering ratio is just 11.8:1 — turn the wheel even a fraction, and the Giulia bites to the side now. Indeed, steering is so quick that it takes a while to learn to dial back on the amount of input required. The car likes to be driven with your fingertips, with a delicate touch. That’s an incredibly rewarding manner in which to pilot a performance car. You don’t need spurs and a crop to goad this Alfa into doing your bidding. It’ll do all you ask, and more, with a whisper.

Brakes are extremely potent but touchy. You’ll need practice before you’re easing into them without banging the nose down. Again, though, this a racy characteristic, more track car than road car. For sure, stopping power is abundant; it’s just a matter of adjusting to the unique feel in modulation. The optional carbon ceramic brakes are grabbier still; then again, much of this behavior was undoubtedly due to the rain.

On the undulating Sonoma race circuit, slick with well-worn asphalt and rain, the QV demanded gentle inputs in every corner of the friction circle — gas, brakes, cornering — or it was going to fly off straight to San Francisco. With the Pro Drive Mode selector set to “Dynamic,” the Alfa’s tail would step sideways with so much as a poke of the gas. (Even the Alfa test driver who took me on a few exploratory laps in the car quickly switched from Race — no stability controls — to Dynamic mode. Even then, he kept getting the car sideways, too.) Limit handling? I haven’t got a clue how the QV feels there — never even got close. All the more reason why I can’t wait to try the car on a dry road surface. Even in the wet, it was a sensory riot every moment.

Alfa also had a few four-cylinder Giulias (rear-drive only) on hand, and I managed to snag an hour in one. Available in base and Ti (Turismo Internazionale) trims, the entry-level Giulia sports a turbo 2.0-liter, direct-injection four making 280 hp at 5,200 rpm and 306 pound-feet at 2,000 rpm. After the monstrous, Ferrari-sourced V-6, you’d think driving the little four-banger would be a huge letdown. You’d be wrong. The engine is zesty and eager, and mates with the same ZF 8-speed paddle-shift auto as its bigger brother. The engine’s reduced mass and, probably, the car’s smaller tires (18 inches with the optional Sport package; the base tires are 17s) help the little Giulia feel nippier in the turns, even lighter in its responsiveness. Even in the rain, it lacks the cornering power of the QV, but the driving experience is only different — not “worse.” Many buyers are going to find the four-cylinder Giulia far more entertaining than they expected (the availability of all-wheel drive is sure to be a draw, too).

“Character.” That word keeps coming to mind when I think about the Giulia QV. This new sports sedan has loads of it—from its immense performance to its soaring engine note to its playful chassis to its stylish Italian physique. Too many cars today perform well but do so innocuously, almost robotically. Not this Alfa. This is an automobile with a feel and personality distinctly different from its rivals. Indeed, its flavor may be too strong for those who simply want some bragging-rights horsepower under their leather-lined luxury chariots. The 2017 Alfa Romeo Giulia Quadrifoglio, instead, is a driver’s sports sedan through and through. Everything else is secondary. Your passengers won’t complain — the car is plenty comfortable — but it’s clearly going to be you at the wheel who’s having the best time of all.

Alfa Romeo, you made exactly the right call

Link

http://www.automobilemag.com/news/2017-alfa-romeo-giulia-quadrifoglio-us-spec-first-drive-review/

[8coibaf]

Che sfiga però, tutte le volte che la presentano ai giornalisti piove.

Prova comunque estremamente positiva.

[weidman]

Beh ottime impressioni!

[ilmerovingio]

https://www.cars.com/articles/2017-alfa-romeo-giulia-review-first-drive--1420692099388/

[poliziottesco]

eCoty 2016 Giulia Q si piazza in sesta (6) posizione su dodici (12) auto, a pari merito con M4 GTS e davanti a roba come C63 AMG S ed M2. Giudizio dato facendo la somma dei voti attribuiti alle auto da sette giornalisti. 

 

Ottimi giudizi anche qui, non ho ancora letto l' articolo quindi non so se trattasi di versione manuale o automatica. 

[AleMcGir]

 

 

[CarBreathing]

Entusiasmo ed elogi che vorrei sentire anche da tutti gli altri tester d'oltreoceano!!

[AleMcGir]

 

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Cita

Alfa’s long-awaited sport sedan delivers all the thrills and passion the 4C promised.

– Sonoma, California

Sonoma Raceway couldn’t be slicker if a marble truck had shed its load on the circuit. It’s been pouring all morning, and there’s standing water all over the undulating course’s many off-camber corners. But Fabio Francia isn’t phased, hammering the Alfa Romeo Giulia Quadrifoglio around with an ultra-calm demeanor. He’s unleashing all 505 horsepower on the straights, standing on the carbon-ceramic stoppers until I’m hanging against my seatbelt, and dialing in big handfuls of countersteer to cope with entry, exit, and even mid-corner oversteer.

Not that I should be surprised Francia is a dab hand with this car, given that he whipped it around the Nürburgring in 7 minutes and 32 seconds earlier this year. That’s quicker than several famous Italian and German sports cars, and only three seconds off the pace of Chevy’s new Camaro ZL1. It’s a serious promise from Alfa’s new sport sedan.

It’s fair to say that the arrival of the Giulia Quadrifoglio is the litmus test of whether Alfa Romeo can really make it in America. The mid-engine 4C sports car was a tantalizing amuse-bouche, but now the Giulia sedan – and the forthcoming Stelvio crossover – need to follow up with a filling main course. Alfa’s 154 U.S. dealers (that figure is expected to reach 270 within 18 months’ time) need cars that will sell in volume if the brand is to sink its claws into the U.S. market and survive.

It's roughly the same weight as a BMW M3 and around 200 pounds skinnier than the Cadillac ATS-V and Mercedes-AMG C63 sedans.

The Italian-built Giulia Quadrifoglio uses a new platform called Giorgio. To trim weight, the engine, doors, brake calipers, and suspension links are made from aluminum, while carbon fiber is used for the roof, seat frames, driveshaft, and hood. Though Alfa doesn’t yet have an official curb weight for the U.S.-spec Giulia Quadrifoglio, brand chief Reid Bigland guesses it’ll be about 3,600 pounds. That would be roughly the same weight as a dual-clutch-equipped BMW M3 and around 200 pounds skinnier than the Cadillac ATS-V and Mercedes-AMG C63 sedans.

The star attraction is a 2.9-liter biturbocharged 90-degree V6 engine with 505 hp and 443 pound-feet of torque. A ZF eight-speed automatic is standard. The pertinent specs are a 3.8-second run to 60 miles per hour and a claimed 191-mph top end. An electronically controlled differential uses two clutches to vector torque between the rear wheels.

Adaptive dampers are standard at all four corners, as are Brembo brakes, with enormous, lighter carbon-ceramics optional. The electric power steering has a fixed and ultra-quick 11.8:1 ratio. An active front splitter can adjust its angle of attack by 10 degrees at speeds above 75 mph, depending on the vehicle’s attitude, to improve downforce.
 

 

 

 

 

 

 

 

This is a quick car with a strong, urgent engine.

Perhaps the most notable chassis innovation, though, is brake-by-wire. Like the Acura NSX and several other hybrids and EVs, depressing the Giulia’s brake pedal moves electrons rather than brake fluid; computers direct a linear actuator to convert your pedal movement into hydraulic braking force. The goal is to provide a consistent, predictable pedal feel at all times. Engineers also say that the so-called Integrated Braking System provides much better panic stopping for pre-collision braking, allowing the car to stop itself 16 feet sooner than a conventional auto-braking setup. In the real world, though, the system has mixed results; more on that later.

It’s still raining as I head out onto public roads, so exploiting all the engine’s grunt is an exercise in patience and battling the traction control. Power comes on smoothly and early (peak torque is quoted at 2,500 rpm), and there’s nary a hint of surging or hesitation as the tach winds out to its 6,500-rpm redline. This is a quick car with a strong, urgent engine; it has all the guts of its competition and, were the roads not so slick, would set an effortless pace on the quiet two-lanes near Sonoma.

A rotary controller on the center console allows for picking between three driving modes, labeled DNA (Dynamic, Natural, Advanced Efficiency) in descending order of sportiness, as well as the track-focused Race. There’s also a button to soften the dampers in Dynamic should you want the sportier engine and steering setup without the bouncier ride. Dynamic mode opens up extra valves in the exhaust for extra snarling and grumbling; Race keeps those valves open at all times, not just at higher rpms.

The ultra-quick steering ratio is a delight in concert with the Quadrifoglio’s poised chassis and seriously aggressive Pirelli P Zero Corsa tires.

Flick the shifter into manual mode and the transmission won’t change gear unless you pull the aluminum paddles, unlike some rivals that wrest control back from the driver. The enormous half-moon-like paddles feel fantastic, but could do with a more visceral click when activated and are also so big that you have to extend the very tips of your fingers around them to reach the turn-signal and wiper stalks. Shifts arrive promptly and aggressively; pulling off a change from sixth to third while braking for a sharp bend is easy.

That ultra-quick steering ratio is a delight in concert with the Quadrifoglio’s poised chassis and seriously aggressive Pirelli P Zero Corsa tires. The nose flicks left and right with just the smallest fingertip inputs, with a delicate feel that will never tire a driver, yet without making the car feel darty or nervous. The trouble is that there’s absolutely zero information sent back to the driver through the wheel (an optional, fantastic-feeling three-spoke carbon-fiber unit in my test car). For how much the rest of the chassis moves about and communicates the minutia of every bump in the road and camber change, the steering wheel never budges, never changes its weighting. It’s the only area in which I wish for more feel and communication from the Giulia.

Feedback from the brakes, by contrast, is stellar. They’re a little eager on initial tip-in but the pedal is fantastically firm, with very little give or travel even when you dig in deep. Like the best Brembo-equipped rivals, modulating deceleration requires only the slightest movements of your toes. But the brake-by-wire system has the same downside as brake-by-wire hybrids and EVs: at low speeds, like when you’re pulling up to a stop, the pedal suddenly feels vague, making it tough to accurately judge how much force you need below, say, 15 mph. It’s a small thing to which most drivers will adapt after the first few days of driving.

The Giulia is gorgeous from every angle, with more elegance than rivals from BMW and Cadillac.

I take a handful of laps on the still-damp track and have a blast, despite not going as fast as I might in the dry. The Quadrifoglio slips plenty, but it slides rather than snaps, and is easy to catch despite the eager throttle response and quick steering. The brakes and engine are tremendously strong, the steering ridiculously precise, and the heavily bolstered seats perfect for keeping me snugly in place. Oh, and the car sounds phenomenal from inside or out.

Back in the paddock, I can’t stop looking at the Giulia Quadrifoglio. There’s a purposeful aggression to the frowning front fascia with giant V-shaped nose and huge air intakes, the curved carbon-fiber trunk spoiler, the enormous rear diffuser, and organ-like exhaust tips. It doesn’t necessarily follow the zeitgeist of modern car design: the nose is flat where so many are windswept curves, the roofline is flatter than so many so-called four-door coupes, and the body sides are simple in a world of doors that ripple like lakes. And yet, the Giulia is gorgeous from every angle, with more elegance than rivals from BMW and Cadillac, for certain.

The cabin is nicely finished, too, with the Quadrifoglio’s genuine carbon fiber and leather distracting from some bland plastics and ho-hum switches. The 8.8-inch infotainment system is unique to Alfa, rather than shared with other Fiat-Chrysler products. You operate its many menus via a rotary controller on the center console that also clicks up and down to show pop-up submenus. There are many convoluted menus to explore, but it doesn’t take me long to get comfortable using the system with my right hand while driving. Android Auto and Apple CarPlay functionality should be ready by spring 2017.
 

 

It’s a frisky, zesty sport sedan that meshes well into the matrix of its competition

By that time, there will also be a tamer Alfa Romeo Giulia that the company hopes will lure buyers who might otherwise buy the Audi A4, BMW 330i, Lexus IS, Jaguar XE, or Mercedes-Benz C300. In a brief drive, its 2.0-liter turbocharged inline four easily lives up to its ratings of 276 hp and 295 lb-ft. The car is light and eager on its feet, with the same quick, accurate steering as the 505-hp version, though the interior looks far plainer – the engine stop-start button is black instead of red, for instance. Still, with both rear- and all-wheel-drive versions set to hit dealers in the first quarter of 2017, the standard Giulia looks to be an interesting alternative to the German standbys. But I’d need a longer time behind the wheel to conclude whether it can really stand up to their effortless polish and poise.

What’s clear for now is that the Giulia Quadrifoglio is the real deal. Even in damp, dreary conditions, it’s a frisky, zesty sport sedan that meshes well into the matrix of its competition. Less punishing than an M3, livelier than a C63, prettier inside and out than an ATS-V, gutsier than the Lexus RC F, Alfa’s rear-drive four-door delivers on its promise of a uniquely Italian take on driving fun.

 

Photos: Jake Holmes / Motor1.com

http://www.motor1.com/reviews/127060/2017-alfa-romeo-giulia-quadrifoglio-first-drive-review/

Modificato 29 Ottobre 2016 da AleMcGir