2018 Alfa Romeo Stelvio Quadrifoglio
Is it just us, or has the automotive world gone crazy? Well, okay, crazier. As evidence, we offer the fact that manufacturers now not only routinely drag their high-performance cars to the fabled Nürburgring to break lap records, they’re now doing the same thing with their hyperactive SUVs. Two SUV protagonists currently vying for ’Ring lap-time supremacy and the brand cred that comes with it are Porsche—no surprise there—and little Alfa Romeo.
It’s a David-and-Goliath moment, and, as in the ancient parable, the little guy is winning: The new 505-hp Stelvio Quadrifoglio, with Alfa factory driver Fabio Francia at the wheel, recently seared the writhing 12.9-mile ribbon draped across the Eifel mountains in 7:51.7. It was the fastest-ever lap for a production SUV and beat the Porsche Cayenne Turbo S’s best effort by eight seconds. You want to know how quick that is? Back in 2008, Cadillac was jubilant when its supercharged, 556-hp CTS-V sedan managed a 7:59.3. A decade later, the Caddy and a lot of other hot cars have been smoked by a truck. So much for sanity.
The racetrack fun continued on this side of the Atlantic at Alfa’s Stelvio Quadrifoglio media launch. It was staged at the Circuit of the Americas in Austin, Texas, which has been on the Formula 1 dance card since 2012. You can guess at the company’s objective. Luckily, the first half of our introductory day behind the wheel was on the road, where we expect almost all Stelvio QFs to spend their entire working lives.
Alfa is cognizant of that reality, says Stelvio QF chief engineer Andrea Zizak. Alfa points to the Porsche Macan Turbo with Performance package and the Mercedes-AMG GLC63 coupe as the Stelvio QF’s chief rivals; we’d also include the 707-hp Jeep Grand Cherokee Trackhawk. “We wanted to build the best high-performance SUV,” he said. “But we also wanted it to be good to drive on the road. We wanted it to have real Alfa personality.”
That the Stelvio has. Based on the same Giorgio architecture as the Giulia Quadrifoglio sedan, it borrows that car’s 505-hp twin-turbocharged 2.9-liter V-6, paddle-shifted eight-speed automatic, and cleverly named DNA Pro chassis-control system (with its Dynamic, Natural—which is normal—and Advanced Efficiency driving modes). As on the Giulia QF, there’s also a fourth mode labeled Race, which amounts to truth in advertising: It switches off all stability- and traction-control enforcement.
The big mechanical difference for the Stelvio QF from its sedan cousin is that it inherits the base SUV’s all-wheel-drive system, while the Giulia QF is rear-drive only. The Stelvio system defaults to sending 100 percent of the power to the rear wheels in most situations but can shuttle up to 60 percent of it to the fronts when rear slip is detected like in snow or rain. Or on a racecourse. The QF’s handling is also aided by a torque-vectoring rear differential that can send 100 percent of the torque to either rear wheel, as traction and driving modes dictate.
Like the muscled-up Giulia Quadrifoglio sedan, the Stelvio QF’s chassis is fortified with stiffer springs, larger anti-roll bars, and more powerful Brembo brakes—six-piston fronts and four-piston rears, versus the base car’s four-piston fronts and single-piston rears. Extra-large carbon-ceramic rotors are an $8000 option. Fat 20-inch Pirelli P Zero summer tires specially developed for the Stelvio QF, sized 255/45R-20 front and 285/40R-20 rear, wrap around spindly alloys inspired by vintage Alfa Romeo wheel designs. A host of thermal-management components, including an array of coolers, heat exchangers, and hood vents, keep the QF from self-immolating when pressed into track use.