Alfa Romeo Giulia Quadrifoglio 2025 review – an all-time great and future icon

The Alfa Romeo Giulia Quadrifoglio has been with us now for pretty much a decade. We’ve loved it since its introduction but Alfa Romeo has diligently and carefully nipped and tucked its performance saloon. 

Revealed in 2015 and launched in 2016, the Alfa Romeo Giulia Quadrifoglio is a car that has become something of an instant classic. From the very first drive, it was clear this was a spectacular supersaloon. 

The latest update that came in 2024 added some welcome mechanical and visual refinements, without stifling the essence of a sports saloon that feels like it hails from a different time, in the best way – a time before cars of its like got so large, heavy and complex.

Alfa Romeo Giulia Quadrifoglio history

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All of this excellence seemingly came from nowhere too, with Alfa Romeo enlisting a crack skunkworks-like team of designers and engineers to design almost every part of the Giulia from scratch, as the first rear-wheel-drive Alfa Romeo sports saloon since the 75 ended production in 1992. At the head of the project, Philippe Krief, former Ferrari technical director and the man behind the chassis of the 458 Speciale. The excellent ‘Giorgio’ platform on which the Giulia was based also underpinned the Stelvio SUV, as well as models from Maserati.

It went through a (very) light update in 2020, the only notable updates being an improved digital interface (up to 8.8in with Apple CarPlay and Android Auto), an optional Akrapovic exhaust and properly-finished gear selector. They also added port injection as part of a WLTP-related emissions cleanup. Not only is the Quadrifoglio a great execution of a supersaloon, it leaves plenty of the German establishment with bloody noses.

Up to 2024, the Quadrifoglio model has made up approximately 15 per cent of Giulia sales in the UK. Alfa Romeo’s commitment to zero tailpipe emissions from new vehicles from 2027 appears to be wavering, in the face of changing market conditions and unreliable EV demand. As such for now, it’s understood the next-generation Giulia will be available as a pure EV, as well as a hybrid. Alfa says a Quadrifoglio version is in the works that likewise, could offer a choice of powertrains. In the meantime, Alfa Romeo UK tells us there are no immediate plans to halt production of the current-gen Quadrifoglio and that it will remain in production until at least 2026.

Alfa Romeo Giulia Quadrifoglio key updates

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While a set of LED matrix headlights were the most obvious change from the outside in this newest update, it’s the fitting of a mechanical limited-slip differential that unlocked even more potential from this already superb supersaloon.

As before, the rear-wheel-drive Giulia is powered by a remarkably potent 2.9-litre twin-turbocharged V6. Power (not something the Quadrifoglio’s ever been short of) has been increased as part of the 2024 update, by 10bhp to a 513bhp total (the same output as the special-edition 100th Anniversary model of 2023). Maximum torque remains at 442lb ft. Performance figures are unchanged, at a supercar-worthy 0-62mph in 3.9sec and 191mph flat-out. Some of the suspension changes from the special-edition Giulia GTA and GTAm of 2021 have been mapped over, specifically the tuning for the standard-fit electronically controlled dampers and a thicker and stiffer rear anti-roll bar. As before, the Giulia’s suspension layout is a double-wishbone front, multi-link rear arrangement. 

The ‘three plus three’ motif headlights are fully adaptive, adjusting the beam constantly, and include eye-catching light-up and ‘goodbye’ sequences when the car is unlocked and locked. Inside, a 12.3-inch TFT digital instrument panel sits inside the traditional tunnelled cowlings ahead of the steering wheel. It has multiple configurable displays, including a ‘Race’ layout, which introduces shift-up lights for manual gear control. The Giulia’s previous interior trim fittings have been exchanged for a more open-weave form of carbonfibre that’s rougher to the touch.

Its Advanced Driver Assistance Systems (ADAS), developed with Bosch, have been updated too. They now include Lane Keep Assist, Driver Attention Alert and Active Blind Spot Assist, in addition to Active Cruise Control and Traffic Sign Recognition.

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But the biggest change is that mechanical limited-slip differential with carbon friction clutches, which takes the place of the electronic torque vectoring system in previous Giulia Quadrifoglios. While it no doubt adds cost to the build, it offers two major advantages: one being avoiding overheating issues if the car is taken on track (the previous Quadrifoglio has been known to throw up warning messages on the dash after a few laps of hard driving), and the other being to improve consistency when the car is driven at the limit. 

Professional drivers working for Alfa Romeo say the diff makes it far easier to place the car with precision on the track than the original Giulia Quadrifoglio, and to control the car at and beyond the limit. We’ve driven the Alfa Romeo Giulia Quadrifoglio on road and on track, at a small handling circuit. 

On track, the traction the new diff enables is very impressive, in dry conditions at least. Even in Race mode, which as before disables the traction and stability control systems, you can get on the power remarkably early without wheelspin or the rear becoming unstable. And when you do deliberately wish to slide the car, it’s very progressive and intuitive. In cold, damp or greasy conditions it broadens the spectrum in which to control the car beyond the limit, with a clearer dialogue between car and driver. In short, the Giulia is an easier car to control when traction is at a premium with this differential.

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As before, straight-line acceleration is explosive. Alfa Romeo quotes a kerb weight of 1660kg, which though not featherweight is significantly lighter than rivals such as the BMW M3 Competition (more than 1700kg), the dearly departed Audi RS4 Avant Competition (likewise) and the hybrid Mercedes-AMG C63 (more than 2100kg). As a result, Alfa Romeo considers the Giulia’s power-to-weight ratio to be the best in its class. 

The power steering, as before, is light in weight, perhaps more so than you’d expect from a muscular car. But you quickly tune into it and it soon feels natural. The eight-speed ZF transmission is smooth, though it becomes deliberately abrupt in Dynamic mode. 

The ‘DNA’ drive switch toggles through Dynamic, Natural and Advanced Efficiency, altering the powertrain (throttle map and transmission programming), steering weight, electronic damper settings, and the stability and traction control systems. The everything-off Race mode is activated by twisting it past its stop. A damper button on top of the DNA switch enables you to toggle a softer suspension setting in Dynamic for rough roads, and a Mid setting in Race. On the basis of our first drive, ride quality is nicely judged and the Giulia remains an expressive, exciting, charismatic supersaloon like few others. 

Alfa Romeo Giulia Quadrifoglio: in detail

• Performance and 0-60 time – Thanks to the use of of carbonfibre and aluminium the Quadrifoglio is reasonably light, and it can hit 62mph in less than four seconds 
• Engine and gearbox – The Giulia, like many great Alfas, is powered by a V6. The engine is teamed with a smooth 8-speed automatic gearbox
• Ride and handling – Powerful turbocharged rear-wheel drive cars rarely feel as approachable and exploitable as the Giulia Quadrifoglio
• MPG and running costs  – Don’t expect the Quadrifoglio to be cheap to run, but the expense is almost certainly worth it
• Interior and tech – The Giulia’s interior has improved over the years, although its ambience is still behind its rivals
• Design – The Giulia is handsome and oozes aggression

Prices, specs and rivals

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The price has increased, from below £70k before this update to a starting price of £78,195 when introduced. Just over a year on, a new Giulia Quadrifoglio now costs from £86,885 (May 2025). That might seem a lot in isolation, but rivals have accelerated past that price point, and in the Alfa's case it does include an array of exotic carbonfibre body parts and components, an awful lot of power, and plenty of Alcantara and carbon inside.

There aren’t many options, but the ones you might want to choose are expensive. Carbon ceramic brakes are recommended for track use, although the strange pedal feel and odd low speed behaviour that comes with them could put you off spending on them. What you may well wish to fork out for are the carbonfibre-backed Sparco bucket seats; not only do they look great, but they're some of the most comfortable and supportive seats in any performance car currently on sale. The optional Akrapovic exhaust system is in titanium, with carbonfibre exhaust tips. In the cabin, black perforated leather is standard, and a mix of leather and Alcantara, still black, is an option.

Previous Giulia Quadrifoglio options have also included a carbonfibre roof option for £2000, uprated sound system at £950 and Alcantara/Carbon steering wheel at a very reasonable £400. Generally speaking, a fully loaded Giulia is less expensive than a similarly specced BMW M3. Indeed, the latest updated M3 is priced from £89,545, with a lot more scope for price creep in the options list, than the slightly cheaper (at base) Alfa Romeo. The latest Mercedes-AMG C63 S saloon, which controversially forgoes its V8 engine in exchange for a turbo-four and electric rear axle combination, has suffered mixed reviews at launch. An Audi RS4 Avant Competition would make a much closer match, in terms of the era it hails from, the technology it uses, its weight and the space it takes up on the road.

The BMW M3 has long been at the top of the tree in this sector and the new G80 Competition is no exception. Now up to 523bhp, its key disadvantage is a weight penalty over the (comparatively) lightweight Giulia, but hits back with a superb chassis and real engagement. Its engine and transmission do lack the Alfa's crispness, and the styling is a turn-off for some (okay, most) but the M3 v Giulia rivalry has never been closer. Truthfully, it’s a credit to the Alfa that it still warrants objective comparison with the M3, given it was introduced as a rival to the previous F80 generation a decade ago.

Used Alfa Romeo Giulia Quadrifoglio – prices and checkpoints

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As a car that first landed in showrooms almost a decade ago, the used market for the Alfa Romeo Giulia Quadrifoglio is a rich one. Prices range enormously from the oldest high-mile cars at under £28k, to over £60k for cars as young as 2023 and obviously, over £80k for a facelift car that’s essentially nearly new.

For the budget-conscious buyer looking to get into the best Quadrifoglio possible, as new as possible with an immaculate service history is what you want. These cars had teething problems from new with a few documented engine failures. Those issues, among others, have since been ironed out. For ultimate peace of mind we’d go for a 2020 facelift at minimum, with the Akrapovic exhaust, improved 8.8-inch infotainment with smartphone mirroring and the added port injection system. The latter especially, can ease any fears of carbon buildup some DFI cars can be prone to. These are available for around £40k. 

One of the advantages of an earlier car is they come without gas particulate filters and have a richer, louder, raspier sound. But be warned, earlier cars are more prone to electrical gremlins. On a test drive of any Giulia, be sure to pay attention to the rear end, particularly listening out for a whining differential. Look for an immaculate history record, including evidence of remediation of common issues, including faulty sensors, coolant leaks, faulty fuel pumps and turbochargers. The transmission, being the eight-speed ZF unit used across a wide range of manufacturers, is considered dependable.