A mixed sky, a temperature that fluctuates between 13°C and 19°C and a whole range of Alfa Romeo vehicles introducing a trim called Intensa, which includes all the available equipment. A philosophy borrowed from Korean and Japanese models. No options, everything comes standard.
I skipped the Stelvio, Tonale and the famous Giulia (already tested several times and for which I have a deep affection); to focus only on the electric version of the new small urban SUV in the B segment: the Junior. This small SUV is supposed to relaunch the Italian manufacturer known for playing on emotion. But can you create emotion with an electric SUV based on a 2008 base?
The result is, let's admit it, quite disappointing. While the Veloce 280 version manages to bring a smile to your face, the same cannot be said for the Intensa version, which is as sad on the road as it is inside. It's a shame, because it's been since the Mito that the automotive landscape has seen a small Alfa.
Isn't the Alfa Romeo Junior a rebadged Peugeot 2008?
Alfa has been under the umbrella of the Stellantis group since 2021. The groups' philosophy is to fully exploit economies of scale. Understand that the same platform must be maximized by being used by different brands. Here, it's the e-CMP, a multi-energy platform that allows the development of both electric and hybrid cars. The engine cradle and floor have been adapted to accommodate the battery and the rear passengers' feet (who will have nothing else to themselves).
It is used on B-segment vehicles and B-SUVs like Peugeot's e-2008 and this Alfa Romeo Junior. The comparisons end there: the interiors and exterior styles are very different.
Two Alfa Romeo Juniors, Two Ambiances
Our two test models have the same NMC battery, with a net capacity of 51 kWh. The Junior in Intensa trim is equipped with a 156 hp (or 115 kW) permanent magnet asynchronous electric motor. The Junior Veloce 280 has a 280 hp (or 206 kW) engine. Both are front-wheel drive. The first goes from 0 to 100 km/h in 9 seconds, compared to 6 seconds for the second, but you will see that the differences go much further.
In terms of equipment, the Intensa trim, presented at the event, includes the catalog of equipment, as standard: Alcantarat, automatic climate control, level 2 autonomous driving, electric heated seats, automatic climate control, Android Auto and Car Play, a reversing camera with 360° scenery simulation.
The Veloce 280 tested sports a different grille and bumpers, Michelin Pilote Sport 4 tires, completely revised running gear, Sabelt bucket seats (optional) and more power to the front wheels. Because there is no rear-wheel drive here.
An expensive range
The Alfa Romeo Junior is available with hybrid and electric engines. It is the latter that interest us here. Named "Elettrica", this range is based on 4 finishes:
- Intensa (from 44,500 euros)
- Elettrica (from 37,700 euros)
- Elettrica Speciale (from 40,500 euros)
- Elettrica 280 Veloce (from 46,900 euros)
Prices are 10,000 euros higher than the equivalent Junior hybrids. The break-even point is complicated. In addition, the choice of electric vehicles is vast as soon as you put €45,000 on the table.
A muted but charismatic exterior
Alfa Romeo is a manufacturer that has always aroused passion among its fans by standing out both in terms of road handling and the lines of its cars.
The Junior tries to bring a touch of charisma with an aggressive exterior. While the front is pretty good (although the lights remind me of Renault's), the rear is rather strange. Clearly inspired by the 8C Competizione, the Junior has a black band that isn't the most successful, and the profile lacks a bit of panache. Especially since the rest of the range is doing pretty well, notably the Tonale (from the Stellantis era), which holds its own against the Stelvio and the sublime Giulia. This rear end does have one advantage: it allows for an almost right-angled cutout at the tailgate, which allows suitcases to be slipped vertically into the trunk without preventing it from closing (design, style, function, all that).
The C-pillar that hides the door handle de facto announces that the brightness in the rear will be reduced, like on a Toyota CHR.
Alfa's huge V-shaped grille differs depending on the trim level. You'll either get the Alfa Romeo name or the logo. All in black or body color.
A Disappointing Interior
The interior really doesn't live up to expectations. The fit isn't bad, but the materials aren't particularly pleasant to the touch. The result is sad, dark, and lacks coherence between the elements. Particularly the dashboard, which has no connection with the exterior style. And the multiple Alfa Romeo logos scattered throughout won't change things. It's sad, it lacks color, and the only gimmick is the illuminated Alfa Romeo logo on the air vents.
Everything is dark, and the lack of light is oppressive, especially in the rear. Children and passengers will have to make do with minimal windows and a very high beltline.
That's not all. The driver-facing screen is positioned too low. The space in the back is tiny. The floor remains high and forces you to keep your legs raised.
The trunk isn't bad for the category (with the possibility of storing cables underneath). Note that there is no modularity possible, such as moving the bench seat forward to save a few cm3 of volume.
Comprehensive equipment
Our Intensa version offers a plethora of equipment: Matrix LED lights, a 360° camera (unfortunately not very readable), electric heated seats, a route planner, the electric tailgate, a head-up display. Only the red color is an option at 1200 euros. But certainly negotiable at the dealership.
A multimedia system with room for improvement
The Junior comes with a route planner as standard. The native GPS monitors the battery status and temperature, and suggests charging stations during your journey. A good point. Too bad it relies on Here Maps (like almost all manufacturers) and that the result could be improved in terms of navigation, general ergonomics and fluidity.
Another practical feature is the presence of Android Auto and Apple Car Play. Unfortunately, my partner's Honor Magic Pro 6 struggled to connect until it got the right cable. Car Play, on the other hand, was no problem, and the connection was wireless. As for me, I found myself limited by my geographical area, like Netflix when you want to access another country's catalog. I was this close to using a VPN.
The multimedia interface is similar to what Stellantis offers. It takes a little time to master, but allows for customization using widgets. The design is basic and poorly thought out. The icons are tiny in huge squares. Navigation isn't entirely fluid, and the Mirror Screen is an unthinkable relic on a 2025 vehicle.
A clumsy demeanor
Alfa Romeo has played the comfort card. A surprising choice for a brand with a sporty vocation. While the transmission of the 152 hp to the front axle is well managed, despite unpredictable weather and a greasy road, the suspension is much too soft.
The body roll is very present and each roundabout or bend will send your occupants swaying. The car also dives with each braking and arches with each acceleration. It's clearly soft, very soft, but, in fact, comfortable on poor roads.
Power-wise, the acceleration is good, even at 80-120 km/h. The driving aids are effective and easy to use.
On a good note, ambient noise at 130 km/h was measured at 66 dB, which is very good. Road noise is obviously present, but nothing dramatic.
Special braking
This point deserves a short paragraph to be understood. The choice of Alfa Romeo engineers was clearly to adopt behavior close to that of thermal cars. Thus, there is no "One Pedal" mode that allows you to manage everything with the accelerator pedal.
The reason comes from a very weak "Brake" mode. This mode activates the magnetic brake produced by the electric motor (which is a magnet) as soon as you take your foot off the accelerator. The recovered energy also allows you to recharge the battery. Often, the intensity of the Brake mode allows you to slow the vehicle to a complete stop, or almost. This is not the case here. But this is not a defect or an error.
In fact, it's not that it's weak in mode B. It's that it mimics the feeling of engine braking in a combustion engine car. So we come to braking.
The brake pedal has a stroke divided into two parts. The first part will intensify the magnetic braking (and therefore regenerate the battery more strongly). Press the pedal harder and you activate the mechanical brakes. This is not new, since we find it in Mercedes or Toyota for example.
On the Alfa Romeo Junior, it is very well done, and the transition is almost imperceptible. You even get used to it rather quickly, even if you are used to the One Pedal of Tesla or Hyundai.
Consumption that seems correct... unless you go "fast"
It's difficult to judge in such a short time, but a turn in the on-board computer revealed an average of 15-16 kWh per 100 km. On the highway, it will climb, for sure.
Note that this observation also applies to the Veloce version, provided you don't go crazy. Which, let's face it, is quite difficult.
The charge has not been tested, so we will stick with the advertised 100 kW of power. We will be curious to see the charging curve, because ultimately, that is what matters. In any case, the battery capacity will prevent any extra-urban journey of more than 200 km.
A brutal and fun 280 hp Veloce version
There it was, surrounded by two Giulias, the little Alfa Romeo Junior Veloce. Veloce to describe the 280 hp transmitted to the front wheels and its more aggressive look.
At the wheel, the Veloce has nothing to do with the classic version. The suspension, running gear, tires, and steering have been revised. Comfort is the end of it, the Alfa Junior Veloce is as stiff as a glove. The Michelin Pilote Sport 4 tires are glued to the asphalt. But this comes at the price of a completely absent comfort.
The Veloce seems lowered by a few centimeters. The steering is more precise, more direct, heavier. The braking is well-balanced, still with this magnetic then mechanical braking system. On a somewhat sporty car, it's not a problem, and the dual system is imperceptible during gradual braking (you press it fully and then release it).
Inside, it's still just as sad and dark. No red stitching to liven up the atmosphere. There are still superb Sabelt bucket seats, which will keep you supported in the corners. But that's it. Only a few Alcantara inserts brighten things up. For a car with a battery of this capacity and at such a price, it's a bit stingy.
On acceleration, the 280 hp propels you from 0 to 100 km/h in 6 seconds. That's a lot of time, and yet it delivers. Why? Because the engineers limited the power allocated at start-up to prevent the Junior from spinning. It's a good idea. So, the kick in the butt happens in two stages: from 0 to 30-40 km/h, then from 50 km/h.
Moreover, the Veloce is stable, holds the pavement and knows how to be playful. However, you will have to calm your ardor, because the 51 kWh of the battery melt like snow in the sun as soon as you want to take advantage of the power. The good news is that in calm driving, it is not more thirsty than the 152 hp version. This is also the strength of electric cars: being able to enjoy a sporty model on a daily basis without having to pay the price when you do not exploit its potential (which is not the case with a V8 Biturbo, thirsty even with a light foot).
There remains a steep bill: with the Alfa red, the bucket seats and the techno pack (that is +5000 euros), the bill climbs to 53100 euros!
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