Alfa Romeo Junior vs Ferrari Roma

What's the difference?

Our day with the Junior Ibrida MH left us wanting more.

Striking design, an inviting cabin, rorty performance and immersive dynamics are what people want and expect from an Alfa Romeo, and its smallest SUV does not let the side down.

That the mild hybrid also delivers (on paper at least) noteworthy economy, in a well-made, generously equipped and (anticipated) keenly-priced package is nothing short of a blinder.

The Junior Ibrida MH might be the most competitive and compelling Alfa Romeo for mainstream Australia… ever!

We cannot wait to confirm this on local roads. Roll on September.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Ferrari Roma is like a trained assassin in a Zegna suit - capable and clinical yet stylish and effortlessly superior. We believe there’s a replacement coming later this year and it will have to be doing well to top this superb machine.

Sharing much with other small crossovers in the Stellantis fold, including the second-generation Peugeot 2008 and Opel/Vauxhall Mokka, as well as the Jeep Avenger and Fiat 600 (that share the same production line in Poland), the Junior sits on the lightweight 'STLA Small' platform.

Checking in at 4.17 metres long, 1.78m wide and 1.5m high, the Junior (though only after a post-unveiling name change from Milano due to that illegally inferring it is built in Italy) was engineered by the same team behind the transcendental Giulia QV, which is a BMW M3 for the heart and soul.

Dimensionally, the Junior lives up to its badge, and is really replacing two Alfas – the Toyota Corolla-sized Giulietta (from 2010) and more-belatedly the Mini Cooper-chasing Mito supermini. As both competed in rapidly contracting classes, going a light SUV instead seems sensible.

And you know what? This looks and feels correct for the brand.

Alfa’s nose treatments have long been provocative and so is the Junior’s. Two interpretations of classic grille themes are available – the cursive ‘Alfa Romeo’ script evocative of pre-war racers or a bold reimagining of the red-cross/snake-and-child logo that is associated with the city of Milan.

More conventional are the neat proportions and Mazda CX-3-esque silhouette, which are spot-on for its intended SUV-seeking clientele. And still obviously on-brand, even if the boomerang tail-light treatment is more Maserati 3200. A lovely wink to the past is the Alfa 156-style pillar-mounted door handles.

And credit where it is due. The Junior looks nothing like its 2008, Avenger, Mokka or Fiat Seicento corporate cousins. Inside or out!

If you’re looking for a flash Fazza with spoilers and vents at all points of the body, you’ve come to the wrong coupe.

The Roma is a subtle, beautifully balanced and delicately detailed two-door inspired by all-time Ferrari classics like the 250 GT Lusso and 275 GTB.

Its proportions are impeccable with complex curves and sweeping lines combining to produce an exquisitely pure shape.

Slimline LED headlights are divided by horizontal DRL strips, the broad bonnet incorporates a quietly muscular power bulge and the minimalist ’egg crate’ grille sits below a sharply chiseled nose.  

I’m a particular fan of the split wedge-shaped tail-lights, seamlessly incorporated into the upper deck of the rounded rear end. The active rear spoiler is also neatly hidden away in the leading edge of the boot lid. No shoutiness here, even the exterior badges are works of art.

Crack open the bonnet and the engine sparkles like a jewel in a display case. Scarlet red crackle finish on the intake plenums and cam covers make it pop like a firecracker. 

The interior follows a dual cockpit theme with twin curved sections divided by a flying buttress style console between them housing the gear selection gate and central media screen.

Flashes of carbon-fibre and chromed alloy add a touch of overt raciness, Alcantara on the dash and doors echoes the ‘mouse fur’ of Ferraris past and the contrast stitching around the cabin is flawless. 

The sleek front seats feel as good as they look, the typography of the Roma badge on the passenger side of the dash is super cool, and overall the interior is snug and ultra classy. 

Forget every tired old cliché about Italian-car packaging and quality. Though a tad smaller inside than many small SUVs, the Junior is far from flawed.

Stepping inside, you’re greeted by a cossetting and supportive set of front seats, facing a smartly designed and executed dash that ably melds brand heritage with modernity.

The former is found in the deeply-hooded double-binnacle digital instrumentation (echoes of the company’s 1300 Junior of the ‘60s) and circular outboard vents, while the driver-angled 10.25-inch touchscreen is a nice contemporary touch. No issues with its layout or operation, either. It’s fast and logical.

The point is, with sound build quality and pleasing little details that elevate the experience, this is a classy cabin execution, juxtaposed with all the practical stuff.

That is, an excellent driving position, handsome multi-configurable instrumentation, easy reach of most controls, physical buttons for the (effective) climate system, sufficient storage including cupholders, handy USB outlets, wireless CarPlay/Android Auto connectivity… that sort of thing.

Complaints? The touchscreen is set a bit too low, meaning a glance down is required instead of eyes up on the road. In the black-trimmed test car there may be a sense of claustrophobia for some. And vision out is quite restricted as a result of the swoopy styling and slim side glass areas.

The Junior is a city-friendly crossover with more than enough space up front, but a fairly cramped rear-seat area, as its diminutive 2557mm wheelbase suggests. Most adults may need the front-seat occupants to slide forward a tad, and the centre position won’t be joyous for anybody. But at least they sit low so headroom isn’t a problem and on quite comfy cushions to boot.

As with most small SUVs, rear air vents aren’t fitted, but there are cupholders and USB ports, in line with every other small SUV out there.

And at least the Ibrida has a sizeable luggage capacity for one so small, measuring in from 414 litres to a hungry 1280L.

Of course, the lack of a spare wheel helps, but then again, this is a hybrid with extra electrification compared to a petrol-only alternative, so that’s pretty smart packaging going on right there.

At close to 4.7m long, the Roma isn’t compact but its supercar stance comes courtesy of a close to 2.0m width and low-riding 1.3m height (with a 2670mm wheelbase).

The cabin is cozy, as intended, but at 183cm I still have ample headroom in the front. The rear is a different story with the two ‘+2’ seats serving as occasional emergency spots only or a handy option for smaller kids.

For storage there are slim but long pockets in the doors, a surprisingly generous glove box, a wireless charging pad under the centre console, phone-size slits on either side of that console, a single cupholder between the front seats with a lidded box (containing 12V and USB-A outlets) behind it.

There’s a recess for oddments on the transmission tunnel between the rear seats, and armrests either side in the back.

The boot holds 272 litres, which is enough for several soft bags, rising to 345 litres with the 50/50 split-folding rear seatbacks lowered. There are tie-down anchors, which is handy but be aware there’s no spare, only a repair/inflator kit.

Overall, not exactly SUV-like in terms of day-to-day practicality but at least on par with its key competitors.

At $453,000 before on-road costs, the Roma Coupe lines up almost directly with a trio of well-credentialled, well-equipped and ultra-fast 2+2 supercars - the Aston Martin DB12 ($455,000), Maserati GranTurismo Trofeo ($450,000) and Porsche 911 GT3 ($446,700). 

If you prefer a roofless experience, the Roma Spider convertible will set you back $520,300 (BOC).

And as you’d expect, the standard features list is impressive; the options list even more so.

Aside from the safety and performance tech covered a little later, highlights include 18-way power front seats, full-grain Frau leather trim, eight-speaker JBL audio (with digital radio), dual zone climate control, an 8.4-inch hi-definition central media display, a 16-inch (highly) configurable instrument cluster, adaptive cruise control and 20-inch forged alloy rims.

There’s also LED exterior lighting (including auto dusk-sensing headlights), Android Auto/Apple CarPlay connectivity, rain-sensing wipers and built-in nav, as well as Alcantara, chromed aluminium and carbon-fibre trim details. There’s more, but you get the idea.

And when it comes to options, the sky’s the limit with the likes of carbon-fibre everything, beefier audio as well as custom colour and trim options available through Ferrari’s ‘Tailor Made’ and ‘Special Equipment’ programs.

One popular addition is an 8.8-inch HD touchscreen for the front passenger (co-pilot?) displaying data on the car’s performance and status as well as allowing selection of music, sat-nav info and climate functions. Super cool and it will set you back $9500.

Under the Ibrida MH’s stubby bonnet is Stellantis’ evergreen 1.2-litre three-cylinder petrol engine, delivering 100kW of power and 230Nm of torque. It features a variable-geometry turbo and Miller Cycle combustion process, to maximise efficiency.

Though there is also a Junior Ibrida Q4 all-wheel drive option that adds a second, rear-mounted electric motor available elsewhere, for now in Australia, it’s only the front wheels that are driven, via a 21kW electric motor built into a six-speed dual-clutch transmission and 48-volt/0.89kWh lithium-ion battery pack.

The electric-motor/MH system provides extra torque during acceleration to help boost speed and save fuel simultaneously, and there’s limited round-town electric-only low-speed driving available, or engine-off coasting when off-throttle at speed.

With a credible kerb weight of just 1305kg, the Ibrida clocks in with a power-to-weight ratio of a sparkling 76.6kW/tonne, resulting in an 8.9 second 0-100km/h sprint-time and a top speed of 206km/h.

Enzo Ferrari famously said “aerodynamics are for people who can’t build engines” and notwithstanding the fact the Roma is slippery in the wind tunnel (Cd .30), its front-mid mounted 3.9-litre turbo-petrol V8 engine would surely meet with il Commendatore’s approval.

Sending drive to the rear wheels via an eight-speed dual-clutch auto transmission, this all-alloy, 90-degree unit features dual twin-scroll turbos, a flat plane crank, dry sump lubrication, direct fuel-injection and a single-piece cast exhaust manifold to produce 456kW from 5750rpm to the 7500rpm rev ceiling, and 760Nm from 3000-5750rpm.

Worth noting its 'front-mid' placement as the entire block is positioned low down and behind the front axle centre line.

Unlike many regular mild hybrids, the self-charging Ibrida MH allows for brief pure-EV driving that Stellantis claims makes 50 per cent of emissions-free city-commuting possible in certain circumstances. Okay, we’ll need to experience that in Australia for confirmation.

The Alfa’s MH set-up aids a WLTP-rated fuel-consumption average of 4.9L/100km, for a carbon-dioxide emissions rating of 110 grams/km.

Using those figures as a guide, an average of about 815km between (premium-unleaded petrol) refills of the 40L tank is possible.

Our test car’s trip computer displayed an average of under 7.0L/100km, with mostly motorway driving near the maximum speed limit.

The full-hybrid Lexus LBX, by the way, averages 3.8L/100km and around 100g/km.

The Roma’s official (WLTP) fuel consumption figure on the combined (urban/extra-urban) cycle is 11.2L/100km, the 3.9-litre turbo-petrol V8 emitting 255g/km of CO2 in the process.

Not exactly miserly, but even with that engine begging to be revved we saw an average of 12.9L/100 over a combination of urban shuffling, twisting B-roads and some freeway running.

A start/stop function is standard and with an 80-litre fuel tank on board, the Roma’s theoretical range is around 715km, dropping to approximately 620km using our real-world number.

In a word, superb.

This isn’t always a given for an Alfa Romeo, as too many models in the past have suffered for being based on mundane machinery following Fiat’s takeover in the latter 1980s.

Today’s exceptions are the brilliant Giulia and Stelvio, and to this list we can add the Junior Ibrida MH. It feels closely-related to these, despite using so many parts shared with other, different Stellantis models.

As we touched on earlier, the 100kW/230Nm Ibrida enjoys a healthy power-to-weight ratio, which translates to strong off-the-line acceleration and pleasingly eager throttle response once on the move.

The electric motor seems to do a great job topping up power and torque, so – during our 200km-odd drive through rural Spain – we didn’t experience hesitation or lag associated with small-capacity turbo engines and dual-clutch transmissions. This felt spirited yet smooth all the way.

And this was in the 'Normal' drive setting. In 'Dynamic' mode, which proved to be our favourite, the Junior Ibrida MH’s performance is sparkling.

That Alfa seems to have given the exhaust a bit of a spicy note is a nice nod to the brand’s sports-car heritage, but even more so is the light yet precise steering that is perfectly weighted. The driver feels connected to the front wheels – this is a hybrid, remember – and the chassis seems in-tune with what the enthusiast wants.

Suspension is via the usual MacPherson-style struts up front and a space-saving torsion beam rear end, though the Q4 Ibrida swaps the latter out for a multi-link arrangement.

At all times there were three people on board and each with luggage, but the all-too-few times we managed to slice through a corner or race up a ragged rural road, the Junior’s handling and road-holding seemed exemplary for a small SUV.

We were also impressed with the ride quality, but the chosen Spanish route featured beautifully-maintained roads, so we’ll need to confirm whether the sporty chassis tune interferes with suspension comfort on Aussie roads. Likewise, the quiet cabin experience at speed may differ from our isolated Euro experiences.

We can confirm, however, that the ADAS tech is helpful and nuanced, offering subtle intervention in a way that felt seamless after weeks of wrestling with recalcitrant Chinese SUVs back home.

As such, it is clear the Junior Ibrida MH’s basic dynamic set-up is sound, providing pleasure and control as well as stability and reassurance. This behaves like a sophisticated and very grown-up premium SUV should.

We’re very impressed.

Press the PS (Partenza Sportiva) button on the console, slip the manettino control on the steering wheel into ‘Race’ mode, left-foot brake (hard) and floor the throttle. Wait for the PS light on the dash, keep the accelerator pinned and lift off the brake.

Ferrari says the Roma will then proceed to accelerate from zero to 100km/h in 3.4 seconds, and in the interests of a thorough assessment I may have found a quiet light commercial area near Maranello, replicated this procedure and validated the claim.

Yes, even at 1570kg, with 760Nm of pulling power available from 3000-5750rpm, the Roma is exceptionally fast in a straight line. And the twin-turbo V8 that’s been so reserved and docile around town lights up to deliver glorious engine noise and a characteristic exhaust howl.

A flat-plane crank arrangement often makes a vee engine lumpier than a more conventional cross-plane design, but it will rev hard and fast, and in this case the compact size of the Roma’s twin turbos enhances throttle response even further.

Speaking of the turbos, variable boost management helps to smooth acceleration while keeping an eye on fuel economy and despite the flat-plane configuration this engine is perfectly civilised.

A tall top (eighth) gear makes for easy cruising but the tight B-roads and lesser highways we spent most time on didn’t allow for any high autostrada speeds.

But how’s this for a flex? Ferrari says the active rear spoiler will stay in its low-drag position until the car hits 100km/h, then pushing through medium and high drag (135-degree) positions as speed rises. But… “over 300 km/h, the spoiler is always in MD mode because in such conditions it is preferable to have a more balanced car”.

Suspension is by double wishbones at the front with a multi-link set-up at the rear and twin solenoid (magnetic) adaptive dampers all around.

Rubber wrapping the 20-inch forged alloys is top-end Michelin Pilot Sport 4 S (245/35 fr / 285/35 rr) and front-to-rear weight distribution is 50/50.

What that all adds up to is a comfortable, responsive and deeply satisfying drive experience. In standard Ferrari fashion the dual-clutch transmission is rapid-fire perfection, the steering is light but accurate and feelsome, while the in-cabin ergonomics are superb.

Push as hard as you dare in tight, flowing corners and the car just continues to grip and bait you to try harder. And if you do give in and start to run out of talent the ‘Active Yaw Control’ and limited-slip ’E-diff’ will step in to imperceptibly save your bacon.

Moving the manettino through its five positions - ‘Wet’, ‘Comfort’, ‘Sport’, ‘Race’ & ‘ESC-Off’ rapidly transforms levels of ride comfort, steering, transmission and engine response. You can also set the ride to Comfort with other attributes dialled up to 11 for a cross-country sweet spot. 

And when it comes to slowing rather than going, the Brembo brake set-up is circuit ready with vented carbon ceramic rotors all around (390mm fr / 360mm rr) clamped by six-piston calipers at the front and four-piston units at the rear. They take a while to warm up, but never feel anything other than mega. 

No surprise, ANCAP and Euro NCAP have not assessed the Roma, but you could mount a solid case that the car’s high-level dynamic ability is its greatest active (crash avoidance) safety system. 

Over and above that there are the usual anti-lock brake, traction and stability control systems (the latter is Ferrari’s adjustable SSC ‘Side Slip Control’) as well as AEB (with vehicle and cyclist detection), adaptive cruise control, lane-keeping assist, lane departure warning, blind-spot monitoring and traffic sign recognition plus front and rear parking sensors.

Also worth calling out ‘FDE’ (Ferrari Dynamic Enhancer) which works in parallel with the SSC to help modulate lateral movement in extreme circumstances.

If a crash is unavoidable there are four airbags - dual front and dual side front (head). That’s an acceptable count in a 2+2 coupe, but it would be nice to see a front centre bag.

Alfa Romeo offers the premium-manufacturer standard of five years with unlimited kilometres. Whether this continues unchanged when the Junior range arrives during the third quarter of 2025 is not yet known.

All other information, including service intervals, capped-price servicing costs and road-side assistance availability will be revealed closer to the Australian launch.

As the name implies, Ferrari’s ‘7-Year Genuine Maintenance’ program means you won’t have to worry about servicing costs for the first seven years of ownership. Everything from labour and parts to lubricants and brake fluid is included in the free-of-charge package.

For reference, maintenance is recommended every 12 months/20,000km, which is a healthy distance and roadside assistance is complimentary for the first 12 months. 

Warranty cover is three years/unlimited kilometres, which trails the mainstream market but matches high-end competitors like Aston Martin, Lamborghini, McLaren and Porsche.