Alfa Amore - Internetes Alfa Romeo közösség

Szerintem is szép!

nem lesz hely az Ájgónak :)

Mondtam én, hogy ezt fogod mondani a végén :DDDD Örülök, hogy megtértél, Cartárs :)))

Van ennek valami három betűs rövidítése is. A rendszer tud olyat, hogy figyeli a gázpedálról való lelépés idejét, és ha úgy ítéli meg, hogy gyors fékezés kell, akkor hirtelen megemeli a nyomást és elkezd fékezni, ezzel javítva a reakcióidőt. Okos cucc lehet, de azért ki akarnám próbálni :)

Istenes Lacika most fog majd a Giulietta-ról is beszélni a rédióban. :)

Teddy!
Szerintem kvajó' néz ki ez a kocsi !!! :))))))))

"Olyan funkciót is beletettek a Giuliettába, amit máshol még nem láttam: a fékrendszer dynamicban 5-7 barral megemeli a nyomását, ezért keményebb, sportosabb érzést ad a pedál, és kevesebbet kell rajta nyomni." ;-)

gyulavitéz elfelejtett odafigyelni a sajtájon, hogy ki lehet kapcsolni az elektronikát? :) Tőle egyébként szokatlanul pozitív hangnemű írás született

Na szóval: a külföldi oldalakon meg pont azt írják, hogy marhára érzékeny a gázpedál reakcióra. :P

de eddig ez a legjobb cikk rola
a totalcaros is gyenge

origon is van már cikk

link

A Totalcaros cikk volt már linkelve? :)

Nézzetek bele a képgalériába:

Képaláírás:

NCAP-tesztje még nem volt, de biztató, hogy a Mito ötcsillagos

(Véletlenül sem a Julia) Egyáltalán tudja a ciccíró, h miről ír?

Ha én ilyen hibát követnék el, még meg is köveznének.. ezek meg?!?
Másol illetve beilleszt - így bárki tudna cikket írni! Tisztelet a kivételnek..

Ez a valóság, amíg ilyen seggek ülnek szakértői székben, addig nincs mit tenni...

Mind a szakma megszégyenítői.
Én nem azt mondom, hogy az nem ért hozzá, aki fikázza az Olaszt, hanem arra akrnék kilyukadni, hogy a valóságot is láthatnák - írhatnák már egyszer....

A Top Gear írása nekem kimondottan tetszik :) Hogy az 1750 TBi milyen, azt remélem alkalom lesz kipróbálni. Már csak azért is, mert érdekelne, hogy tényleg annyira zavaróe a pörgetés hiánya, meg az orrnehézség, mint amennyire a britek írják. Utóbbi egyébként a GTA-kra is érvényes volt, mégsem írták rá, hogy shame :D

Viszont ami pozitív, hogy a Golfhoz hasonlítják, és annál sokkal jobbnak ítélik. Tudva, hogy mekkora a piaci részesedése a germánnak, és ha erre hallgatnak is az emberek, akkor egész jól fogyhat majd.

Igen, de gyanitom, ha egy chippel ki lehetne tolni a fordulatot 7000környékére, akkor a vélemény is más lenne.

Bár valószinű egy chippelt 1.4Tb akkor is nagyobb élmény lenne egy szerpentinen a könnyebb motor miatt.

TopGear: Alfa Romeo Giulietta

What a very, very good car this is. The Giulietta - Alfa's long-awaited replacement for the 147 - is, by every grown-up, road-testerish criterion, a genuine rival for the Golf and A3.

Honest. If you're thinking of buying a Golf, put the Giulietta on your ‘to really consider quite seriously' list. It drives well - excellently, in fact - and has a fine range of turbocharged, direct injection engines. Interior space is much improved on the 147, refinement is good, build quality appears to be almost... German.

Spotted a ‘but' looming large on the horizon? Yeah, you're right. But let's leave the ‘but' to one side for a second, and talk about the Giulietta's underpinnings.
You're not looking at a Bravo in a smarter suit. The Giulietta is the first car to get Fiat's boringly-named-but-thoroughly-excellent ‘Compact' platform, formed of lightweight, high-tensile steel to keep weight down. This means it's lightish and, with aluminium multi-link suspension at the rear, brilliantly supple on the road, striking a neat balance between comfort and agile handling.

Grip - even on the sodden Italian roads of our test drive - is impressive, and there's an almost organic quality to the steering that makes your A3 feel lifeless. It's great. Fun.

We drove the 167bhp version of Alfa's 1.4-litre four-pot turbo petrol engine, featuring Fiat's clever new ‘MultiAir' variable-valve tech (a 118bhp version of the same engine, as well as two diesels in 104bhp and 168bhp flavour).
Objectively, grown-uppedly, this engine is excellent. It'll do 0-62mph in just under eight seconds and, equipped with stop-start as standard, will manage 49mpg and 134g/km of CO2. Those are impressive figures, and it's an impressively refined unit: power delivery is smooth and progressive, the boost barely noticeable.
But - and yes, here's the ‘but' - it's a little soulless. There's a defiant lack of rasp and crackle from the exhaust, a slight unwillingness to charge headlong to the redline. And that's our only gripe with the Giulietta overall. It is, undoubtedly, a fine, grown-up car, but on first impressions it's just lacking that final dollop of Alfa's trademark fizz.

Maybe it's just a visual thing: though the Giulietta isn't a minger by any means, but - if you'll excuse the rampant subjectivity - isn't Alfa's most elegant design of recent years. Maybe we're trying to eat our cake and have it: we spend years moaning about the flimsiness of Alfas, and then as soon as they build a solid, refined car, we moan that it's characterless. Either way, though the Giulietta caters brilliantly to the Golf/Focus market, maybe it's just a little too sober to grab unreformed petrolheads by the man-parts.

The soon-to-arrive Giulietta Cloverleaf - Alfa's Golf GTI rival, which will pack 235bhp and meatier visuals, should help that. We'll wait until then to declare ourselves smitten with the Giulietta. For now, we sturdily salute the newest Alfa as a fine, mainstream car.

Alfa Romeo Giulietta Cloverleaf review
A hot hatch to rival Renaultsport Megane and Golf GTI?

What is it?
Here is the top model in the new Alfa Giulietta range, the 232bhp Quadrofoglio Verde or Green Cloverleaf. It outpowers a Golf GTI, doesn't quite match a Mégane 250 and has an engine smaller than both. If you were hoping for a replacement for the the old 3.2-litre, V6-engined 147 GTA, you'll be disappointed – but downsizing is the way of the world now.

Technical highlights
The engine is the 1.8-litre, direct-injection turbo unit already seen in the 159 and Brera, which uses extremely variable valve timing to scavenge combustion chambers for great low-speed torque and minimal turbo lag. The new 'Compact' platform shares only the floor sections with the 147, and the new suspension uses much aluminium. The platform can take four-wheel drive so expect a future 'Compact'-based SUV.

What’s it like to drive?
Stung by criticism of the smaller Mito's stodgy, rubbery electric power steering, the Giulietta has a new system with the motor on the rack instead of the column - less friction; less inertia. The result is a much more natural steering feel and a welcome transparency. The standard-fit Q2 system functions as an electronic differential to brake the inside front wheel when understeer threatens, and it works well. VDC (Alfa's ESP) intervenes readily in the DNA system's Normal mode, but not too annoyingly. The throttle response is pretty dull, though.

Switch to Dynamic and it's a much better Giulietta. The throttle sharpens so you can enjoy the hefty low-end torque better and hear that deep, crisp engine note. The steering weight rises but in a natural way, not by artificially increasing resistance. And the brakes change from spongy to quite sharp, thanks to 'pre-fill'. Dynamic also loosens the tail a little before VDC intervenes, but this is still not a car to be pointed keenly into a bend on a trailing throttle and caught with a dab of power. It's too tied-down and inert for that, which is a shame for an Alfa Romeo.

This is more a GT than a proper hot hatchback, an impression heightened by the engine's inability to pass 6250rpm, and a trick has been missed. It does ride well, though, even on its shallow-sidewall 225/40 R18 tyres.

How does it compare?
The Giulietta's chassis engineers rate the Audi A3 highly and think a Ford Focus poor, which tells you a lot. The QV should be a rival for that Golf GTI and Mégane 250 but it lacks their dynamic sparkle. Instead it's good A3 or BMW 1-series alternative, which is what Alfa Romeo wanted. As far as the mainland European market is concerned, Alfa is probably right.

Anything else I need to know?
Expect a price around £22,000, but you might be better off saving a little and going for the 168bhp 1.4 MultiAir Why? Because it's lighter in the nose, keener to turn, more playful on the throttle and ultimately more fun.

Rating
+ Powerful, efficient, clever
- More a GT than proper hot hatch

Giulietta 1750 TBI

the specific power of 134 HP/litre is the highest in the world for a 4-cylinder unit fitted on this category of vehicle, as well as being the highest ever achieved by an Alfa Romeo engine. The specific torque too, totalling 194 Nm/litre, is the highest of all petrol engines in this category, while maximum torque of 340 Nm (with the DNA selector set to Dynamic), reached at 1,900 revs alone, is an absolute best

;-)))

Alfa Romeo Giulietta Multiair review

What is it?
Alfa Romeo’s new 1-series, A3 and Golf rival, the Giulietta. It’s a big step forward from the Alfa 147 it effectively replaces, and promises to properly take the fight to its rivals, rather than simply being a stylish alternative. Here we’ve driven it in 168bhp 1.4 Multiair petrol form.

Technical highlights
It sits on a new platform, unexcitingly named ‘Compact’, that bears no relation to the Fiat Bravo, as rumoured during the car’s development. Instead the suspension boasts MacPherson struts up front and a Multi-link setup at the rear, and there’s an abundance of weight-focused materials – including high-strength steel – to make the Giulietta’s 1365kg kerbweight competitive.

Alfa’s Q2 diff comes as standard across the range, being made active by the Dynamic mode of the car’s DNA system.

What’s it like to drive?
Very good; its ride is supple and it handles with similar panache to a VW Golf, itself a benchmark in the hatchback class. And with the gutsy petrol-powered Multiair engine up front, you have plenty of power and torque available from low revs.

That DNA system is vastly improved, too; Normal mode is still a bit flat, and if you’re a keen driver you’ll need to flick into Dynamic each time you get going. As well as the activated diff, the car’s torque is upped 14lb ft and the steering is sharpened (while a natty pair of performance graphs appear on the sat nav screen); the result is a front end that’s easy to point into corners, and which pulls you out of them with ease thanks to Q2 and a really responsive throttle.

But - and it’s a big but for an Alfa Romeo - the sparkle’s missing. Previous generation Alfas have been flawed but undeniably characterful to drive. The Giulietta turns the brand’s personality on its head, dishing up a very impressive and competent driving experience that doesn’t really have you gagging to go back.

How does it compare?
To a Golf, very well indeed. It feels as well built nowadays and like we’ve said, driving the pair in close succession draws up surprising parallels. Stack the Giulietta up against any of its countless other foes – Megane, Focus, A3, 308 etc – and it’ll more than likely win you over. With prices set to start at around £17,000 (£19K with this engine), it’s very competitive in class.

Anything else I need to know?
You’ve a choice of Standard or Sport setups - the latter is best. Standard gets you marginally softer suspension and 16in wheels, and while it’s more compliant than the stiffer, 17in wheeled Sport, the differences are small and without the bigger wheels, darkened lights, side skirts and suchlike that Sport brings, the Giulietta’s a frumpy looking car.