2018 Alfa Romeo Stelvio

2018 Alfa Romeo Stelvio

Episode 3704 , Episode 3717
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While the Giulia did a lot to cement Alfa Romeo’s place in the euro luxury-sport market here, these days no brand can really compete stateside without an SUV. And indeed, the Stelvio was always a part of Alfa’s return strategy to America. So, let’s take a look at this upstart utility and find out why more familiar European brands should be getting a little nervous. 

The 2018 Alfa Romeo Stelvio is indeed the right vehicle at the right time, as even with luxury-sport brands, utility vehicles continue to take sales away from sedans. So it’s not just a good idea for this re-emerging Italian brand, it’s really a necessity. 

And while no one may have seen that coming 20-years ago, it almost makes sense at this point; as car makers have been able to infuse utilities with the same amount of performance, comfort, style, and even efficiency as their 4-door siblings, while giving buyers more flexibility for carrying cargo.

Behind the wheel of this Italian two-row ute, things are very quiet and luxurious. It’s very stable; and like most of its competitors, drives more like a tall hatchback than a crossover-style utility.   

Seats are more than comfortable, but if you don’t mind a sportier ride, upgrading to the Ti Sport will get you some phenomenal sport seats. 

For now, all Stelvio’s come with a smooth-running 2.0-liter turbo I4 engine. It offers best in class standard horsepower at 280, accompanied by 306 lb-ft. of torque. At full song, it sounds more like an exotic 6 or even 8. In opposite fashion from the Giulia sedan that the Stelvio is based on, we’ll have to wait a little while longer for the high-performance Quadrifoglio version to arrive. 

Huge column-mounted paddle shifters are available to control the 8-speed automatic transmission with great precision; and if you ask for manual control, that’s what you get. All Stelvios are all-wheel-drive. 

It doesn’t feel leaps and bounds more spirited than the competition, at least without having the opportunity to drive them back to back; but it sure does feel hellaciously fast and super capable. 0-60 is 5.4-seconds, and only a few ticks behind the Giulia 2.0. 

Like Giulia, there’s a DNA drive mode selector. Leave it in Dynamic for the best results, and you won’t find the ride harsh at all.

Steering is quick, it feels planted and just right; with loads of grip for cornering. 

With Alfa’s Q4 all-wheel-drive system, the front wheels only are fed power when necessary, otherwise it operates as a rear-wheel-drive sportster. 

Now, Stelvio performs just fine in all other drive modes as well, it just kind of gives you the impression that’s not where it wants to be. 

At 111.0-inches, wheelbase is exactly the same as the Giulia, but with a little more material outbound, overall length comes in about two inches longer.

For the most part it shares the same aggressive face, but lines are a little more pronounced, especially down the sides. 

There are 9-different tire and wheel packages, ranging from standard 18s to 20s. 

Even the back end treatment is gorgeous. We almost whish Alfa would have just called it a Giulia wagon, even though we all know to most Americans that would kill it.

Base Stelvios come fairly well equipped, but most buyers will either travel down the Lusso or Sport road for upgrades that match their priorities; wood and nicer leather for the luxury-minded, aluminum trim for the sport-minded.

Like the Giulia, there are only minor traces of any Fiat-Chrysler lineage; materials and fit and finish are on par with European alternatives. It’s a very inviting space, with only a fussy electronic shifter to detract from the serenity. 

Rear seat room is not plentiful, but certainly doable for two adults. Capacity in the cargo hold, at 18.5 cubic-ft. is decent, but short of most rivals. Folding the rear seatback will expand the space to 56.5 cubic-ft.

Also like the Giulia sedan, the Stelvio is technically mid-size, but lies more in the middle ground between compact and middle-weight SUVs.    

Government Fuel Economy Ratings are 22-City, 28-Highway, and 24-Combined. For a reasonable Energy Impact Score of 13.7-barrels of yearly oil use with 6.0-tons of CO2 emissions. 

Stelvio base pricing is a very reasonable $42,990, though options are many and costly.  We figure most Stelvio’s will go for low to mid 50’s. 

According to the folks at Alfa, there was no point in adding yet another utility vehicle into a congested pool full of very nice import and domestic-branded luxury crossovers; unless it was the most powerful, highest-performing vehicle in its class. The 2018 Alfa Romeo Stelvio is just that.  It’s a fabulous effort. So, Alfa’s biggest challenge will be getting butts in seats to try it out. Once they do, Stelvio will sell itself. 

Specifications

  • Engine: 2.0 liter
  • Horsepower: 280
  • Torque: 306 lb-ft.
  • 0-60 mph: 5.4 seconds
  • EPA: 22 mpg city / 28 mpg highway
  • Energy Impact: 13.7 barrels of oil/yr
  • CO2 Emissions: 6.0 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
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Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW