Toyota Camry vs Alfa Romeo Junior

What's the difference?

The Toyota Camry SL Hybrid offers good practicality for families and has a handsome road-side presence. It's well-specified but some of the tech is being outshone by its rivals now. I love the price tag and the ongoing costs because in this day and age, every penny matters! But it's the driving experience that's the highlight for me and this earns an easy 9.0/10 from me.

My son loved the blue colour but was a little annoyed that our morning school run conversations were constantly interrupted by those school zone alerts. He still enjoyed this one though and gives it a 7.0/10.

Alfa Romeo’s many comebacks have had mixed success over the years. And there’s a lot riding on the Junior. But entering a popular segment with electrification across the board should help it grab some attention. The eye-catching exterior design should give it a boost, too. The good news is, at least in Elettrica Veloce 280 guise, the Junior feels like a true Alfa Romeo. The Italian brand has worked wonders on a shared group platform to produce surprising results. Let’s hope the other electric and hybrid models are just as good.

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

The Camry is easily recognisable on the road. It has that 'Toyota-ness' with panelling and lights managing to look sharp and curvy all at the same time.

The full LED exterior lights and cool faux intake vents at the rear makes it look steadfastly handsome.

It has a lot of road-side presence due to its sheer size. It's 4885mm long, 1840mm wide and 1445mm high. That translates to roomy cabin space, where practicality rather than sexiness has taken the design reins.

The dashboard's centre curves towards the right, making it feel very driver-centric but not necessarily passenger friendly when it comes to accessing the charging ports or utility tray.

There are a multitude of soft touchpoints which combine with the panoramic sunroof to add a sense of refinement to the cabin.

When Alfa Romeo revealed the Junior (nee Milano) a few months back, the response to the exterior design was mixed. Images revealed a bold, busy front end with separated headlights and air intakes. 

The most controversial element, however, was the grille. The central shield grille element features an enlarged black cut-out version of the Alfa logo, depicting the Milan cross and a man being eaten by a snake.

It is an interesting design element, especially combined with the new take on Alfa’s ‘3+3’ headlight signature seen on all of its current models, and the various air intakes.

This bold look was no accident. Alfa hopes the Junior will attract younger new buyers as well as more women.

But the good news is - as is often the case - the press pictures do not do the Junior justice. I was quite taken with the design in the metal.

Yes, it’s bold, but it’s arresting and unique.

The silhouette is dynamic and the sharply designed high-set tailgate is the cherry on the cake with its striking modern LED tail-light signature. Short overhangs and big wheel arches add to the look.

Inside there are elements that are familiar from the Jeep Avenger with which the Junior shares its Stellantis 'e-CMP' platform. 

Those shared elements include the line of buttons on the dash, and most, but not all of the centre console design.

There are some neat touches referencing Alfa’s history, like the traditional driver-focussed ‘telescope’ instrument panel, and the ‘quadrifoglio’ four-leaf clover-inspired air vents.

There’s a pair of 10.25-inch displays for multimedia and instrumentation, and a tiny compact steering wheel.

The upright, levelled dash looks cool and the materials, in the Veloce at least, give premium European vibes.

The interior is quite practical and boasts a roomy cabin. I have plenty of head- and legroom in both rows, so taller passengers will feel comfortable.

Up front, the leather-accented seats are well-padded and are electric with heating and cooling functions, but the trim can feel a bit too synthetic for my liking.

It's easy to clean, though, which is always handy when you have kids or pets around.

Individual storage options are quite good with a 7.3-litre middle console, a glove box, plus two cupholders and a skinny drink bottle holder in each door.

The phone utility tray is great as it hides a second storage area underneath that's large enough for a wallet and keys.

The 9.0-inch touchscreen multimedia system is simple to use but is starting to look a bit old compared to its rivals.

There is wired Apple CarPlay and Android Auto, as well as, built-in satellite navigation which is always a bonus.

The 7.0-inch digital instrument panel is very easy to read and the coloured head-up display is clear, too.

Charging options are okay but not awesome for a top-model. You get a single USB-A port and 12-volt port up front and two USB-C ports in the back.

But there's no wireless charging pad or USB-C port in the front, which would provide faster charging speeds.

In the back seat, individual storage is average with two map pockets, two cupholders in the fold-down armrest and skinny drink bottle holders in the doors.

The amenities are a bit bare for a top-model and there are no additional luxe factors to add some comfort for older kids or adults, like heated seats or climate control. I do like the directional air vents and reading lights, though.

There are ISOFIX child-seat mounts on the outboard seats and three top-tether anchor points but two seats will fit best.

There is plenty of room for front passengers when a 0-4 rearward facing child seat is installed, too, but with the lower height of the car, you may get a sore back bending down all the time to buckle in an infant.

The boot is large at 524L but typical for a sedan, meaning the aperture is narrow. You might struggle to fit bulkier items.

There's a temporary spare wheel under the floor and while there's no powered tailgate, you probably won't mind because it's so light to open.

The Junior is a sub-compact SUV so overall dimensions - 4173mm long, 1981mm wide and 1505mm tall in Veloce 280 guise - means interior space is limited. A family hauler this is not. You’ve got Tonale and Stelvio if you need more room. But Alfa has used the space cleverly.

The driver-focused instruments and high-set console with a performance car gear shift button layout highlight Alfa Romeo’s driving focus. Just because it’s a tiny SUV doesn’t mean it can’t feel like a driver’s car.

The seats in the Elettrica Veloce 280 are serious performance car seats - body-hugging Sabelt items with synthetic suede trim. And while they look good and the material is spot on, they are firm. Seats on regular grades will likely be comfier.

The sizeable console storage spaces include a big wireless device pad area with a pair of USB-C ports, multiple adjustable cupholders, and bigger storage bins. Large bottles will only just fit in the door cavities. Storage and amenities up front are generous. It’s a different story in the rear.

The second row lacks any air vents or door storage pockets so nowhere to store a drink, there’s no central fold-down armrest and only one USB port back there.

Rear legroom, however, is better than expected. The front seatbacks are scalloped out for more knee room. It’s no Stelvio back there, but better than expected. Still, it’s best for two adults or kids at most.

Alfa claims to have the biggest boot volume in the sub-compact electric SUV segment. It can take 400 litres of space, and there is underfloor storage. Cleverly, Alfa has included a storage space above the mechanical bits under the bonnet that houses a charging cable, freeing up space in the boot. The Ibrida hybrid swallows 415L.

The Junior will land in Australia at some point in 2025, with precise timing yet to be locked in. The only grade confirmed for now is the entry electric model, or Elettrica. But CarsGuide understands the hybrid, dubbed Ibrida, and the spicy Elettrica Veloce will also end up in Australia.

Alfa has not revealed Australian pricing and spec yet but expect the EV to kick off somewhere between $58,000 and $68,000.

Full international spec details have not been confirmed and it’s not clear what grades we will get Down Under.

Expect features like 18-inch alloy wheels, vinyl and fabric interior, leather steering wheel, power-operated driver’s seat with massage function, a fully digital 10.25-inch driver display and a 10.25-inch multimedia touchscreen oriented towards the driver. 

Some Juniors come with 'Alfa Connected Services' with over-the-air updates and access to the 'My Alfa Connect' smartphone app that allows you to remotely open and close doors, manage charging and preheat or cool the interior.

The Junior is pitched at the growing number of sub-compact hybrid and electric SUVs that have launched recently, including the Lexus LBX, the Volvo EX30 and the related Peugeot E-2008. It will also face competition from the related Jeep Avenger when it lands before the end of 2024.

This model has a 2.5-litre, four-cylinder hybrid engine with a maximum power output of 160kW but Toyota doesn't quote a combined torque figure.

I was very surprised by the power – it's got some serious grunt when you need it.

The SL is a front-wheel drive and has a continuously variable auto transmission, which is so smooth as to be almost undetectable for gear changing!

From launch the Junior will be offered as a hybrid and as a BEV. And the Elettrica comes in two states of tune. 

The regular or entry-level Elettrica delivers 115kW of power and 260Nm of torque.

The performance-focussed Elettrica Veloce 280 we drove gets 207kW and 345Nm, allowing for a zero to 100km/h dash time of 5.9 seconds.

The ‘plugless’ hybrid version combines a 1.2-litre three-cylinder 48-volt assisted turbo-petrol engine with a 21kW electric motor housing a six-speed dual-clutch transmission, producing a combined output of 100kW and 230Nm.

All grades are front-wheel drive for now but Alfa’s 'Q4' all-wheel-drive system will be rolled out eventually.

The Veloce adopts a sports suspension system, with MacPherson set-up up front and torsion beam at the rear. The sporty grade also gets a mechanical self-locking differential as well as front and rear anti roll bars plus sportier brakes.

So, how's that hybrid efficiency? The official combined fuel cycle figure is 4.7L/100km and my real-world usage came to 5.5L/100km.

That's great for this size sedan! I covered a combination of open-road and urban driving this week, so I'm very happy with my result.

Based on the combined fuel figure and the 50L fuel tank, you should be able to get a driving range of around 1064km, which is stellar.

Toyota recommends a minimum 95 RON petrol to be used for the Camry.

All electric Juniors come with a 54kWh lithium-ion battery offering a driving range on the WLTP cycle of up to 410km for the Elettrica and up to 334km for the Elettrica Veloce 280.

Using a 100kW DC fast charger, Alfa says it takes less than 30 minutes to charge the batteries from 10 to 80 per cent. Energy consumption is around 15kWh/100km for the Elettrica. Consumption figures for the Veloce are yet to be confirmed.

The hybrid sips between 4.9 to 5.2 litres per 100 kilometres on the combined cycle.

I fell in love with this car once I started driving it because it's got to be one of the smoothest cars I've driven! It totally has your back when it comes to ride comfort, too.

The suspension feels well-tuned for Aussie roads but doesn't feel springy. It will still hug the road in a hard corner, making it a pleasure on my winding coastal journeys this week.

As I've mentioned, the power delivery surprised me and I had no trouble keeping up with traffic or overtaking. It's also very responsive accelerating from a full stop, which isn't always the case for CVTs.

The cabin is whisper quiet, even at higher speeds and the engine noise around town is all but mute.

The visibility is good from my driving position and despite its larger size, it's super easy to park. It has a 360-degree view reversing camera but I was disappointed with the image quality. Serves its purpose, though.

As mentioned, we only drove the Junior on circuits at Alfa’s Balocco proving ground near Milan. The time in the car was limited and we drove a pre-production version of the top-spec Elettrica Veloce 280.

The great thing about Balocco is that it has a variety of road surfaces and loops with a mix of road surface conditions. Alfa has used it for decades to test all of their models and even some Formula 1 cars.

Alfa assured us one of the circuits - Langhe - has never been used by media before. Over 20km it reproduces the mixed hilly routes from Italy’s Piedmont region and the company opened it up to journalists for this event.

Anyway, these drive impressions are high level and we will tell you more when we drive it in Australia next year.

But first impressions are strong.

The usual electric vehicle responsiveness is there in spades. Smooth, brisk acceleration from a standing start or at speed is smile-inducing, without being (unnecessarily) neck-snappingly quick.

One of the first things I notice pulling onto the Balocco track is the steering. Alfa Romeo is known for ultra-sharp, lightweight, yet connected steering and they have engineered it into the Junior. It’s an absolute hoot to steer.

The grippy Junior Veloce holds the road well, with no hint of understeer and very little body roll. Stellantis engineers have done a bang up job on the chassis and suspension because the Veloce eats up tight bends.

The Junior Veloce 280 weighs in at just 1590kg, which is light for an electric car. And it feels it on the undulating parts of the circuit.

It also manages to avoid the dreaded bottom-heavy floatiness you find in so many EVs. A quick succession of dips and rises could not disturb the Alfa’s progress.

Ride quality is also impressive, and Balocco has some nasty surfaces to contend with. Let’s see how it goes on Australia’s poor quality roads, but so far, so good.

There are so many EVs on the market that lack personality and feel exactly the same to drive as their rivals. But the Junior has loads of charisma and, importantly, it drives and feels like an Alfa.

Given the Junior is only just launching in Europe in the coming months, it hasn’t been tested by Euro NCAP or ANCAP for crash safety.

Full safety specification is yet to be detailed, but Alfa has fitted the Junior with a raft of advanced driver assist features like ‘Intelligent Adaptive Cruise Control’ and lane centering systems, a front camera, traffic sign recognition and a speed control system all combining for Level 2 semi- autonomous driving.

The on-going costs are great on the Camry Hybrid. It comes with a five-year/unlimited km warranty, but you can get up to 10 years warranty on the hybrid battery if you service the car at a Toyota dealership.

It has a five-year capped-price servicing plan and services are a flat $255 per service, or $1275 over the five-years – which is cheap compared to its rivals.

Servicing intervals are every 12 months or 15,000km, whichever occurs first.

All Alfa Romeo models in Australia are covered by a five-year/unlimited kilometre warranty, which is standard for the premium segment.

There’s no indication yet of servicing prices or battery warranty for the electric version.