Alfa Romeo Junior review

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Alfa finally goes electric with a distinctive take on the compact crossover

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Is that a spring we can detect in Alfa Romeo’s step? After decades of looking like a car company on the brink, this iconic Italian brand finally appears to be eyeing the future with its head held high, rather peering through its fingers in a state of panic. And it’s largely down to the arrival of this: the new Alfa Romeo Junior. 

Sure, an electric SUV might not be the car red-blooded Alfa aficionados were holding out for, but for the Torinese bean counters, this could just be the car to put the brand back in the black. With the Tonale, Giulia and Stelvio, the firm has about 30% of new car buyers covered, but such is the popularity of small SUVs that Alfa’s top brass reckon the Junior now gives the company twice the market coverage. 

Either way, Alfa hopes to both attract new customers and lure back former flames who abandoned the firm following the demise of its former compact contenders, the Mito and Giulietta. In fact, Alfa's UK division is so confident of a sales surge that it’s in the process of appointing six new dealers for 2025, taking the total to nearly 30 in total. However, is the Junior really going to have all those new sales assistants rushed off their feet?

Well, we're about to find out. An early taster of the flagship 278bhp Veloce at the brand’s Balocco test track in Italy (and subsequently a short squirt around a Lincolnshire go-kart track) left us quietly impressed, but as that car will make up only about 20% of Junior sales, it's likely to be a bit player on the showroom floor. By contrast, the more mundane, mid-ranking Speciale is predicted to be three times more popular - and it's this version that we've finally been able to sample on UK roads. 

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That said, given the current flaccid demand from retail customers for electric cars, it's likely that the hybrid-powered Junior, due to reach the UK in 2025, is likely to be the most popular with buyers. Until then, the nattily titled Elettrica is the only game in town.

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DESIGN & STYLING

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Junior Elettrica profile 30

Like so many segment straddlers before it, the Junior is difficult to pigeonhole into any one clear market category before you see it - and even then it’s not immediately obvious.

It bears emphasising that it’s deceptively small, at just 4173mm bumper to bumper and 1505mm Tarmac to top - just 25mm taller than a Giulietta, doncha know? Segmentation be damned: let’s call a spade a spade and recognise the Junior for what it really is: a family hatchback that’s had a growth spurt. In practice, it’s no more an SUV than it is a steamroller. 

It's striking with it too. As the bellwether for a new design era at Alfa Romeo, the Junior ushers in a raft of distinctive and disruptive styling cues that nod to the brand’s heritage – clock the ‘scudetto’ grille, ‘telephono’ wheels and ‘coda tronca’ rear end – while looking ahead to the electrified, digitised era with all the clever air intake trickery and LED illuminations you’d expect.

However, without the Veloce’s 25mm-lower ride height and arch-filling 20in alloys, the cooking versions look less arresting. The distinctive boomerang rear lights have a hint of Maserati 3200 GT, but in profile and on its tall-profiled 18in wheels, the Alfa could be mistaken for its Stellantis stablemate, the Peugeot e-2008. 

Perhaps that’s hardly surprising when you consider the Junior is spun off the same eCMP platform as the Peugeot (and the Vauxhall Mokka, Citroën ë-C3, Jeep Avenger and, well, you get the picture). Alfa claims to have given the underpinnings a sprinkling of Italian brio, but essentially it's an identical strut front suspension and torsion beam rear axle, while power is provided by the now ubiquitous front-mounted 154bhp electric motor and 54kWh battery. 

For the range-topping Veloce, there's a bespoke 278bhp motor, a 25mm-lower ride height, revised dampers, thicker anti-roll bars and four-pot calipers for the larger, 380mm front brakes. However, the standard car's battery is carried over unchanged. Either way, the extras add 15kg more to the total kerb weight, taking it to 1560kg. Alfa claims the Veloce is around 200kg lighter than rivals, but while those competitors offer similar performance, they are also from the class above and feature bigger batteries.

INTERIOR

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Junior Elettrica dash 72

It’s a fresh start inside too - of sorts. The switchgear is mostly familiar from every other mainstream Stellantis product, but Alfa’s commitment to driver engagement manifests in a cockpit arrangement that is at once cosseting and focused but also prevailingly practical.

The instruments are arranged clearly and thoughtfully in the charismatic cannocchiale binnacle, behind a flat-bottomed, Alcantara-wrapped steering wheel that’s enticingly chunky of rim and endowed with a sensible number of physical buttons and switches. There’s a 10.25in touchscreen in pride of place, naturally, but it’s on hand to help rather than hinder, with sensibly arranged menu structures, quick response times and impressively crisp graphics.

As you'd expect, Alfa has positioned the Junior as a premium product and, at a glance, the cabin looks like it has the classy chops to match the claims. Yet your eyes and fingers don't have to wander far to discover lower-grade plastics with a hard and aggressively textured finish. There are still some neat touches, though, chief of which is the ambient lighting package that runs to colour changing (white when in Natural driving mode and red when in Dynamic) and serpent logos for the centres of the eyeball air vents.

Elsewhere, the low seating position, driver-facing dashboard and high centre console all help to create a cosy, cocooning ambience that helps to psychologically shrink the Junior. Speaking of cosy, the Veloce’s bucket-style seats – comfortable enough though they are – could be a bit wider between the bolsters (this isn’t an actual sports car, remember). Happily, the less overtly racy chairs used in the Core and Speciale versions are more accommodating but give little away in terms of support when pressing on.

Otherwise, for outright space and utility, it’s on a par with its platform-mates. There's a class-competitive 400-litre boot and the rear seats will accommodate a pair of adults semi-comfortably for short hops. There are also enough cubbies and boxes for all your chewing gum wrappers and even a few neat tricks to boost usability. The mock engine cover hides a dedicated charge cable storage bay, for example, and the boot floor can be adjusted through three levels for ease of loading. 

ENGINES & PERFORMANCE

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Junior Elettrica front corner 2

After prodding the Speciale's prominently placed start button, you can choose from three drive modes - Eco, Natural and Dynamic. The efficiency-enhancing Eco setting gives you access to just 79bhp, which makes the 1545kg Junior feel rather sluggish, so it's best avoided unless you’re trying to eke out every last electron when trying to match the 250-mile claimed range.

Natural mode ramps up the power to 109bhp, while Dynamic sharpens the throttle and gives you the full stable of 154 Italian stallions. Even then, performance is brisk rather than quick, and it certainly won’t worry even the meekest Volvo EX30 in a straight-line fight. But the throttle response is nicely judged and acceleration only starts to really trail off above 70mph. Ultimately, we’d stick to the racier setting, even for daily duties.

Our brief taste of the warmed-up Veloce suggests this is where you'll find most of Alfa's traditional Latin brio. With specific tuning and development by the brand's own engineers, the 278bhp motor delivers decent bang for your buck. In full-bore Dynamic mode, the Junior’s generous reserves of muscle are dished out considerately and predictably, rarely overwhelming yet always sufficient for a rapid exit from corners. The urgency tails off some way short of the claimed 124mph top speed, but there’s always a hefty dose of punch in reserve for overtaking at a cruise.

Based on experience of the Junior's platform-mates, we'd expect even the entry-level 154bhp EV to have enough shove on tap for zipping around town and whisking you up to a motorway cruise with no hassle, though it won't have quite the same grin factor. 

RIDE & HANDLING

Junior James over shoulder 2

Despite the Junior sharing its structure and suspension with whole raft of other small SUVs from the Stellantis stable, Alfa claims to have injected enough of the brand's trademark dynamic spirit to make the Junior the driver's choice.

While that assertion is a bit of a stretch, the Junior does have a character of its own, even if it's not a distinct one. On the move, it feels nicely wieldy and its compact dimensions combine with a tight turning circle and light controls to make it a handy companion in the urban jungle.

Point the Italian’s snub nose at more interesting roads and there's certainly an extra dose of dynamism compared with its closely related counterparts. With a faster ratio of just 14.6:1, the steering is quick and precise and features well-judged weighting, while the Junior turns in keenly and clings on gamely with a nicely four-square stance.

It also feels slightly better tied down than its dizygotic siblings, with well-checked body movements through even the gnarliest corners of our Lincolnshire test route, which gives the car an impressive fluency when pressing on. Only the brakes merit real criticism, lacking initial bite and a progressive pedal action.

Perhaps just as impressively, the Junior is  surprisingly refined, with wind, road and suspension noise well suppressed. Better still, with its less aggressive suspension and generously side-walled tyres, the Alfa rides with decent composure. Sharp imperfections and deeper potholes still result in a small shudder and shimmy, but overall comfort is good.

Our brief taster of the Veloce, however, suggests that this is the Junior version most heavily infused with Alfa DNA. Sitting 25mm lower and with bespoke dampers, stiffer roll bars and a mechanical Torsen limited-slip differential, the fast flagship also features 380mm ventilated front discs and bespoke Michelin Pilot Sports for a dash of extra stickiness. 

On our brief blast around a tight and twisty kart track, the Veloce's performance was promising. Those beefed-up suspension components keep roll in check but do allow a sense of the weight transfer around the chassis in tight corners. There's also plenty of turn-in bite and the trick diff does a good job of finding traction as you power out of corners.

Yes, the nose will run wide of the apex if you’re overly boisterous with your inputs mid-corner, and you can feel a dip in traction as you really start to unload the inside front tyre, but after a couple of quick laps, you quickly adapt your driving style to get the most out of the Junior. It’s a car that’s fun and rewarding to push to the limit, and not just in the context of small crossovers. Crucially, though, it is fun - although we'll wait to see how it deals with the unique demands of a British B-road before giving it our full seal of approval.

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MPG & RUNNING COSTS

Junior Elettrica front corner 3

Above all, the Junior is a compact crossover and that means it's the sort of car that's aimed most directly at familes and first-time buyers. These consumers do care how a car drives, but they're even more interested in its effect on the bank balance. With prices starting at a fraction under £34,000 for the Core, less than £36,000 for the Speciale and a few hundred quid over £42,000 for the Veloce, the Alfa represents decent value, marginally undercutting its Peugeot e-2008 sibling, spec for spec.

In terms of range, the 154bhp models have the greatest stamina, with a WLTP-measured 250 miles between charges. The greater energy demands of the Veloce's more powerful motor mean that it has a claimed 208 miles between charges. When it comes to efficiency, Alfa says the Junior in all its guises is capable of 4.1 miles per kWh, although the trip computer on our (admittedly briskly driven) test car recorded a more profligate 3.4mpkWh.

And while a rapid-charging rate of 100kW is nothing special, the modest 54kW battery size means that you'll be able to charge from 10-80% in a little under half an hour. Speaking of charging, in an effort to lure customers in, Alfa is currently offering a free 7kWh home-charging wallbox and installation with every new Junior.

VERDICT

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Junior Elettrica front static 40

So, does the Junior sparkle with the spirit of a true Alfa Romeo? Er, nope. But even its cooking guise, this is the most dynamic Stellantis model yet on this platform and it delivers enough poise and precision to keep most keen drivers interested, if not entertained. 

Meanwhile, the Veloce, after admittedly limited exposure, does appear to have a distinct dynamic appeal thanks to its bespoke chassis and motor. It certainly delivers enough sparkle to provide hope that the affordable fun EV could really be a thing of the future.  

More importantly for the brand, regardless of model, the Junior is the right car at the right time. It makes Alfa ownership a much more credible prospect for a much wider market, without entirely sacrificing the nuanced dynamic character and design flair that have always given Alfas an edge over direct rivals.

Assuming we ignore the current market reticence towards EVs (Alfa’s aware of this and has revealed that the battery versions will be joined by a mild-hybrid petrol in 2025) and factor in the fairly competitive pricing, Alfa could finally have a sales hit on its hands.

James Disdale

James Disdale
Title: Special correspondent

James is a special correspondent for Autocar, which means he turns his hand to pretty much anything, including delivering first drive verdicts, gathering together group tests, formulating features and keeping Autocar.co.uk topped-up with the latest news and reviews. He also co-hosts the odd podcast and occasional video with Autocar’s esteemed Editor-at-large, Matt Prior.

For more than a decade and a half James has been writing about cars, in which time he has driven pretty much everything from humble hatchbacks to the highest of high performance machines. Having started his automotive career on, ahem, another weekly automotive magazine, he rose through the ranks and spent many years running that title’s road test desk. This was followed by a stint doing the same job for monthly title, evo, before starting a freelance career in 2019. The less said about his wilderness, post-university years selling mobile phones and insurance, the better.

Felix Page

Felix Page
Title: Deputy editor

Felix is Autocar's deputy editor, responsible for leading the brand's agenda-shaping coverage across all facets of the global automotive industry - both in print and online.

He has interviewed the most powerful and widely respected people in motoring, covered the reveals and launches of today's most important cars, and broken some of the biggest automotive stories of the last few years.