Deal to Italy: Is the basic Alfa Junior cheap and good enough for a comeback?

When Alfa Romeo introduced the original Junior — back in the mid-60s — the goal was to attract young, enthusiastic audiences to a sports car with a modest (relatively) engine, an affordable price, and stunning design. The new Junior is supposed to do exactly that: Bring new audiences to Alfa thanks to a wide range of engines, including electric versions and a mild hybrid gasoline option.

The instability in Alfa Romeo’s lineup drove many Alfa fans to look elsewhere. Production of the small Mito and compact Giulietta ended in 2019, leaving the Italian company with a relatively limited and expensive selection based mainly on the Giulia and Stelvio, and later also the Tonale, which was not mainstream enough.

The merger with Peugeot-Citroën-Opel under the Stellantis group finally gave Alfa access to the successful platform of the Peugeot 2008 and its siblings, enabling the launch of a relatively cheap crossover so needed in today’s car market. The result was launched a year ago under the name Milano, causing the Italian government to boil over like espresso due to the decision to produce the new model at Stellantis’s plant in Poland, where workers are cheaper and more efficient. Ministers put the brakes on, arguing that using the name of the city where Alfa was born was misleading, and from the museum the name Junior was pulled out.

We already drove the electric Junior and didn’t really suffer. Does the basic gasoline version also justify the name?

That said, there are also several elements worthy of praise like the special grille, the license plate returning to the center of the car instead of the traditional side location (due to pedestrian safety), the hidden handles on the rear doors, and the rear part designed inspired by the TZ.

As is Alfa’s tradition, the driver’s environment is driver-focused and wraps around the steering wheel for maximum control. In front of the driver is a double hood that seemingly follows the contours of the speedometer and tachometer, with round cloverleaf-shaped air vents on the sides that also light up at night. To the right of the steering wheel is a multimedia screen that controls almost everything, with physical buttons below for climate control and a knob to adjust audio volume. It looks good, but the operation needs some polishing. The multimedia screen is positioned too low to allow safe operation without looking away. It’s also slow to respond and has confusing menus. The drive mode selector is located too close to the center console, requiring an unnatural arm bend to operate.

Alongside these complaints, there are some excellent items in terms of placement and usability: For example, the buttons on the steering wheel, the large glove compartment, the excellent seats—some of the best I’ve encountered in recent years.

The Junior is based on a Stellantis group platform that serves most of the group’s small models, including Peugeot 2008, Opel Mokka, Jeep Avenger, and DS3. But here it is shorter compared to other models that use it. For example, compared to the Peugeot 2008, the length is 13 cm shorter and the wheelbase 4.3 cm smaller. This affects the passenger cabin, with relatively limited front legroom and a tight second row in terms of knee and foot space. The rear door is also small, making it difficult for those who need to strap children in and out of car seats.

The trunk offers an excellent volume of 415 liters, partly thanks to the rearward-stretched design. There are also hooks, a V12 socket (the only one in the car), the option to set the floor at two heights, with an additional compartment underneath even in the low position, all without giving up the spare wheel. Excellent.

The 1.2-liter engine has been part of Stellantis’s lineup for many years, but in this version it includes numerous improvements such as Miller cycle operation (for better fuel economy), switching to a timing chain instead of a belt (which may solve the issue of oil-immersed belts that tended to degrade in the previous 1.2-liter engine), a new turbocharger with variable geometry blades, and more. Additionally, there is a new six-speed dual-clutch transmission replacing the previous eight-speed planetary gearbox. The new gearbox is also made by the Japanese manufacturer Aisin.

The most significant change, as mentioned, is the addition of a 48-volt mild hybrid system, which includes a relatively powerful electric motor with 28 hp and 5.6 kg·m of torque.

In the electric era, an acceleration time of 8.9 seconds is not very impressive, but this powertrain setup is quite efficient thanks to the immediate responses from the electric motor. It enables quick initial launches and good mid-range acceleration for fast overtakes or highway merging, with the combination of engines always working smoothly.

The transmission is mostly smooth and pleasant, though there were occasions when it hesitated whether to downshift or hold the gear. One last note: The stop-start system is very active, causing multiple frequent engine shutoffs and restarts at traffic lights. This wouldn’t bother if the restarts were less noticeable.

A true Alfa should shine dynamically, and the "kid" doesn’t disappoint. From the very first turn of the steering wheel, it was clear that this is a well-tuned package. Tuned in every component, from the chassis and body control during weight transfers on quick steering (2.75 turns lock-to-lock), to the brakes. Certainly, 136 hp (or 145) is a bit small for these components, and the Junior could handle much more. It deserves more power even from its gasoline engine.

I won’t choose between them because it’s like asking if Skoda is better than Audi—any answer could be right. Against close competitors such as the Audi Q2, Lexus LBX, Jeep Avenger, and to some extent Cupra Leon, the Junior is priced explosively: Starting at NIS 193,000, with the test vehicle at NIS 197,000 due to the black roof. It’s more expensive than the Avenger, which has a weaker engine, and NIS 10,000 cheaper or more than the more powerful but outdated Audi and Lexus models that offer similar power but hold the efficient hybrid card.

The Junior could charm the same audience that previously chose the Mito and Giulietta, opening Alfa Romeo’s brand to customers who previously had Alfa but in the meantime, lacking an alternative, drifted to foreign brands. But will it manage to grow the premium segment? Will it attract customers who want premium but whose budget lies somewhere between a Skoda Octavia and a Hyundai Tucson? History has shown this is a much more challenging task.