The Alfa Romeo Giulietta Quadrifoglio Verde isn’t fit to wear the badge

Inside the new Alfa Romeo Giulietta Quadrifoglio Verde you’ll find a so-called DNA selector. It allows the driver to choose between Dynamic, Normal or All-weather driving modes.

It’s an unfortunate name, because in truth, the car formerly known as the Giulietta Cloverleaf shares little in common with the iconic Alfa Romeos from the Italian marque’s illustrious past. As far as blood lines are concerned, the Alfa Romeo Giulietta Quadrifoglio Verde offers less DNA and more NA, for not applicable.

Which is a disappointing thing to have to write. Arriving at the Circuito di Balocco in Italy, hopes were high that this new range-topping Giulietta would be the hot Alfa Romeo hatchback we’ve all been waiting for.

After all, it does share the same 1750 turbocharged engine and six-speed TCT transmission you’ll find in the new Alfa Romeo 4C. But then with Alfa Romeo, perhaps more than any other car manufacturer, there’s an inherent willingness for a new car to succeed. Alfa Romeo has a back catalogue and associated heritage that many manufacturers can only dream of.

Alfa Romeo Giulietta Quadrifoglio Verde presentation

Alfa Romeo was keen to remind us of this past, not only laying on a fine selection of historic cars for us to drool over, but also devoting a sizeable chunk of the presentation to the history of Alfa’s famous Cloverleaf.

It’s a double-edged sword for the Giulietta. The historic references undoubtedly give it a head start over a fresh-faced newcomer like the Kia Ceed GT. But it also means it has a lot to live up. And unfortunately, whether you call it the Cloverleaf, the Quadrifoglio Verde or simply the QV, the Giulietta falls a long way short of being brilliant.

Alfa Romeo Giulietta Quadrifoglio Verde: interior

The problems start as soon as you settle yourself into the Giulietta. The new Alcantara trim wraparound sports seats are good enough, but the leather steering wheel is just too big. Yes, it’s flat-bottomed, but that does little to counter the scale of the thing.

Alfa Romeo Giulietta Quadrifoglio Verde dashboard

Other changes inside include a new instrument panel with a Quadrifoglio Verde logo on the dials, specific kick plates, aluminium pedals, black roof lining and carpet mats. Together, they just about manage to convince you that you’re supposedly sat in the best Giulietta you can buy.

There’s no start button, so a twist of the wonderfully Italian key sees the 1.75-litre engine burst into life, providing the first hint of the new QV Intake Engine Sound system, which uses the fuel intake unit to enhance low frequencies. Curiously – or perhaps tellingly – Alfa Romeo spent more time describing this system and how it echoes the noise emitted by the twin cam engines of the 1960s, then it did about the suspension upgrades for the new Quadrifoglio Verde.

And that’s because both the suspension and steering have been left untouched. But more on this in a moment.

Alfa Romeo Giulietta Quadrifoglio Verde: launch control system

Thanks to the new launch control system – something also borrowed from the 4C – the Giulietta Quadrifoglio Verde will sprint to 62mph in a really-rather-good 6.0 seconds. That’s half a second quicker than both the Golf GTi and the Focus ST, arguably two of the Giulietta’s biggest rivals.

Alfa Romeo Giulietta Quadrifoglio Verde side profile

But in the real world, how often will you use the launch control system? What it’s actually doing is masking one of the Giulietta’s Quadrifoglio Verde’s biggest issues.

Plant your right foot without launch control and the transmission has a little think, ponders for a while and then makes its way to 2,000rpm. There’s a shorter delay as it hits 3,000rpm, before finally breaking free of its shackles, heading for the redline.

Alfa Romeo Giulietta Quadrifoglio Verde: performance

Once it clears its throat, the Alfa Romeo Giulietta Quadrifoglio Verde does feel properly quick, but you’re left feeling so disheartened by the initial delays, all the excitement has been watered down to disappointment. It’s more orange squash than fizzy Tango.

Which is a shame, because the peak power of 240hp – which itself is slightly up on the the old Giulietta Cloverleaf –  is available at 5,750rpm, which should encourage you to drive it like a 1990s hot hatch. But you won’t.

Alfa Romeo Giulietta Quadrifoglio Verde rear low

There’s worse to come when cornering. Exit a bend and the transmission does its best to remove any momentum you had when entering the corner. Using the paddles helps a little, but you can’t help but think a proper manual gearbox would have been so much better.

It’s not all bad news. The changes from the twin dry clutch transmission are smooth enough and the response times from the paddle shifters are immediate. And straight line pace is impressive, leaving you in little doubt about its claimed 149mph top speed.

Thanks to its Brembo braking system it stops well, too. But why, oh why must the kind of braking you’d do on an enthusiastic B-road jaunt, lead to the flashing of the hazard lights? Sure, the benefits in an emergency situation can’t be ignored, but in this case they’re just too sensitive. And very annoying.

That said, you’ll soon learn to back off a little earlier, as the car feels unnaturally heavy when cornering, with the chassis not up with the best of its rivals. Alfa points out that the engine is 20kg lighter than before, but fails to mention the 20kg added by the transmission. So at 1,320kg, it’s as you were.

Alfa Romeo Giulietta Quadrifoglio Verde: DNA selector

Other gripes? Well we could do without the DNA selector. We simply don’t want a ‘Normal’ setting in a supposedly hot hatch. Just give us ‘Dynamic’ at all times. We’re grown ups, we can live with it. We don’t remember such nonsense in the Cloverleaf cars of yesterday.

The steering, too, is a bit of a let down. Initially, it feels immediate, but it often gets lighter after the initial turn, giving it an inconsistent feel. It doesn’t inspire much in the way of confidence. And that’s something you need when you’re driving a 150mph five-door hatchback.

Alfa Romeo Giulietta Quadrifoglio Verde: CO2 emissions

Sure, the pace and performance from the 1.75-litre, four-cylinder engine is impressive and hats off to Alfa Romeo for bringing the CO2 emissions down from 177g/km to 162g/km. But it’s worth pointing out that the 2.0-litre engines in the Golf GTi and Focus ST emit 148g/km and 169g/km respectively.

Alfa Romeo Giulietta Quadrifoglio Verde aluminium pedals

On the plus side, the increased efficiency does bring the Giulietta Quadrifoglio Verde down a couple of road tax bands, from I to G. But such things shouldn’t really matter when discussing a hot hatch. A £40 difference on your road tax shouldn’t be an issue. This should be a car you buy with your heart, not armed with a calculator.

We don’t want to be heading off, desperately searching for straws we can clutch, in order to find some positives about the car. And when those positives are things like the useful 350 litres of boot space, the generous levels of standard equipment and the feeling that you could live with the Giulietta QV everyday, something must be amiss.

Alfa Romeo Giulietta Quadrifoglio Verde headrests

And we haven’t even mentioned the lack of space in the rear seats, the questionable quality of the interior plastics and the poor reward visibility, something made worse by the huge headrests on the new sports seats. It’s just so desperately disappointing.

Alfa Romeo Giulietta Quadrifoglio Verde: not for Dawn Raids

Put it this way. We had two drives in the Alfa Romeo Giulietta Quadrifoglio Verde. The first was a shared drive on a pre-planned route set up by Alfa Romeo. The second was what we could call a Dawn Raid – on empty roads, consisting of short straights, broken up by terrific left and right handers.

Alfa Romeo Giulietta Quadrifoglio Verde front

The first drive was pleasant. A relaxed affair in which the gear changes were smooth, the ride was compliant and the scenery was quite delightful. The company was very good, too.

The second drive was a 45-minute solo blast, the kind of which should see you arriving home beaming from ear-to-ear, eagerly awaiting your next 5am alarm call.

That the Alfa Romeo Giulietta Quadrifoglio Verde was highly convincing in the first scenario and desperately disappointing in the second is very sad. And it’s precisely why we feel the car isn’t fit to wear the badge.

Alfa Romeo Giulietta Quadrifoglio Verde: price

The Cloverleaf should be a badge of honour, reserved for the very best, the most evocative of Alfa Romeos. The Giulietta Quadrifoglio Verde isn’t one of these. At £28,120, it’s only a few hundred pounds cheaper than a DSG-equipped Golf GTi, or two grand more than the sensible option – the Golf with the six-speed manual ‘box.

Alfa Romeo Giulietta Quadrifoglio Verde rear

And let’s not forget the Focus ST, the Leon Cupra, the Octavia vRS, the Renaultsport Megane or even the Kia Ceed GT. All more deserving of your cash.

Alfa Romeo Giulietta Quadrifoglio Verde: conclusion

If you like the look of the Alfa Romeo Giulietta – and who can blame you – you’d be better off opting for a Distinctive, Exclusive or Sportiva and spending your money on some of the new QV Line range of accessories.

Alfa Romeo Giulietta Quadrifoglio Verde badge

We left the launch event wondering if the Cloverleaf badge sat above the side indicator on the Giulietta’s front wing would have been better, not as an object, but as a decal, perhaps even painted, reflecting the glory days of the Targa Florio and Mille Miglia.

But that would be to disrespect the heritage of the famous badge. And besides, the paint would soon fade, much like the gloss of this once famous automotive badge.

A great shame.

Exterior images © PetrolBlog, interior images © Alfa Romeo.

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Gavin Big-Surname
The chief waffler and founder of PetrolBlog in 2010. Has a rather unhealthy obsession with cars from the 80s and 90s, and is on a one-man mission to collect the cars nobody else wants. Also likes tea and Hobnobs.


  1. June 12, 2014
    Believe Me

    I am sick of all these electronic-automatic-suspension-adjusting gizmos in cars these days.

    The top lines of any model, be it GTI, ST, Quadrifoglio, etc., should ALWAYS, ALWAYS have Manual options and also give us the choice of doing away with the annoying and distracting clutter of modern automobiles.

    Heck, I even hate integrated sat-nav! Everybody knows that in 2 years the maps will be obsolete and you will end up with a big dark screen wasting precious dashboard space.

    Give me all the safety kit, please, but if I want wipers that I DECIDE when to use, for the price paid on these models, I should be entitled to have a no-b.s. car.

    Remember when we drove cars? Instead of being transported in computers with wheels?

    • June 14, 2014
      Gavin Braithwaite-Smith

      Agreed. A manual option on a performance car should be a given.

      The only car I’ve experienced where the auto makes more sense is the BMW M135i. Such a delightful transmission.

  2. June 18, 2014

    What a shame…seems to be a general air of disappointment around this launch. Alfa are certainly skating on thin ice – only the 4C is one to get excited about and that’s only before you’ve seen the price tag. I think they left their enthusiasm in the ’90s…

  3. June 23, 2014

    Any modern TCT is smoother, more efficient and *faster* (that’s right! faster!) than any manual gearbox.
    And it’s a lot a fun to play with the paddles, mainly whem they have a fast response as these.
    Let alone the huge benefit to use it in full auto for traffic jams or for those rides you can’t play out of respect to the passengers.
    Manual gearboxes? Wake up people!

    • November 22, 2014

      Agree, only a fool that hasn’t driven one could argue.

      Actually even fools that have driven one…because they don’t realise how good sequential gearboxes are.

      This article is very soggy and difficult to believe it isn’t tainted by financial inducements by competitors…right Von Gavin?

  4. July 24, 2014
    Tom Ellis (@Elstro1988)

    The problem with modern hot hatches is that it’s a power-game ie who can shove the most horses in a front wheel drive hatch and then slap on all this stupid dsg gearbox, launch control, complicated suspension in order to prevent torque steer. Surely it would be better to just tune the suspension and like the review said, fit a proper manual gearbox. Horsepower only looks good on paper IMO.

    • July 24, 2014
      Gavin Braithwaite-Smith

      I couldn’t agree more.

      We seem obsessed with power and lapping the Nürburgring in the quickest time possible. Why can’t a manufacturer deliver a well-sorted, suitably-powered hot hatch that’s genuinely engaging to drive.

      Swift Sport remains on the best of breed.

  5. October 30, 2014
    Roger Morgsn

    Just taken delivery of Q V Alfa I disagree with all of the above comment, the only one

  6. October 30, 2014
    Roger Morgsn

    Just taken delivery of Q V Alfa I disagree with all of the above comment, the only one with is the lack of rear leg room ( might be to down with e being 6ft 3, its sat outside I am resisting the to eep driving it. the flappy paddles can be operated when in automatic mode over riding the cars system so changing down instead of baking makes the car perform lot spotier fed up with hearing how the gti is better at road holding and etc if that was the case why is the time for the GTi on the Nuburg 8 minutes 36 seconds when the old QV is 8 minutes 30 seconds presuming using the flappy paddle system would improve on this time,
    me thinks the test driver on this site needs to use the car a bit longer to get used to the tct system, regards Roger

    • November 12, 2014
      Gavin Braithwaite-Smith

      I agree that more time with the car may change my opinion, but based on a day behind the wheel and against many of its competitors, I found it lacking in sparkle.

      Extra time may change that. Based on a day with the 208 GTi I was disappointed. But after two weeks I appreciated it more as a good all-rounder.

      Enjoy the QV.

  7. November 26, 2014

    I was hugely disappointed with the Giulietta, having started my driving with a pair of Alfasuds and a 33 or two. Flawed (some cases extremely) gems, but when they worked they shone brilliantly. I’m afraid that this sportiest of Guiliettas is massively shaded by the equivalent VAG line up; I’ve just had two generations of Octavia vRS, both of which drove better, and of course they have moved the game up a notch with the S3/R/Cupra 280. I’ve just taken delivery of the latter, and if you think semi-auto boxes and FWD mated to high engine outputs doesn’t work, then you really should try one. As desperately sad as it is, Alfa has been well and truly left behind in almost every area, bar looks. That, even for a seriously committed Alfa fan is simply not good enough.


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