Hybrid-powered small SUVs and Alfa Romeos aren’t exactly synonymous with each other. Especially if they’re comparatively inexpensive, well made and user-friendly.
But that’s exactly what we’re looking at here with the all-new Alfa Romeo Junior Ibrida (Italian for hybrid) – and more besides.
Heading to Australia in the third quarter of this year, this suave and sophisticated compact crossover with a mild-hybrid petrol-electric powertrain will be priced and positioned against obvious rivals like the Lexus LBX hybrid, yet might even be within reach of more-mainstream alternatives, such as the Honda HR-V and Subaru Crosstrek hybrids.
Not electric yet! 2026 Alfa Romeo Giulia and Stelvio to live on with hybrid twist as Italian automaker re-boots its range against BMW, Mercedes, and Audi
'Many years' ahead: Former CEO of Jeep, Ram, Fiat and Peugeot parent company offers grim warning for the future of western car brands as pressure from Chinese electric car makers like BYD, MG and Xpeng mounts
Best electric cars arriving in 2025
Is the Junior Ibrida the most competitive Alfa Romeo in years? Or ever? Time to find out!
Price and features – Does it represent good value for the price? What features does it come with? 8/10
8 / 10
Pricing remains under wraps, but we understand the Junior Ibrida mild hybrid (MH) will start from under $50,000, making it Australia’s least-expensive new Alfa.
It will join the Junior Elettrica electric-vehicle (EV) version, also due soon.
That sub-$50K kick-off means the Ibrida is out to lure one of the few premium small SUV hybrids (Lexus LBX), but in reality, it’s keenly priced enough to also pull buyers away from the petrol-powered Audi Q2, BMW X1, Mercedes-Benz GLA, Mini Countryman and Volvo XC40.
To highlight its value credentials, there’s plenty packed inside, including keyless entry/go, LED matrix headlights, twin 10.25-inch display screens, wireless connectivity and phone charging, powered and heated front sports seats, a powered driver’s seat with massage function, rear privacy glass, paddle shifters, aluminium trim bits, a hands-free/powered tailgate, a body kit, two-tone paint and 18-inch alloys.
Note, though, the spare wheel has been usurped by a tyre inflation kit.
There’s also a whole suite of advanced driver-assist safety (ADAS) technology, including adaptive cruise control, autonomous emergency braking (AEB) and lane-support systems. More on that in the Safety section below.
Alfa parent Stellantis will reveal further information closer to the Junior’s arrival in the third quarter, but the specs look promising, particularly for the money.
And, speaking of looks…
Design – Is there anything interesting about its design? 8/10
8 / 10
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!
Practicality – How practical is its space and tech inside? 7/10
7 / 10
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.
Under the bonnet – What are the key stats for its motor? 9/10
9 / 10
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.
Efficiency – What is its driving range? What is its charging time? 9/10
9 / 10
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.
Driving – What's it like to drive? 9/10
9 / 10
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.
Safety – What safety equipment is fitted? What is its safety rating? 8/10
8 / 10
There are no ANCAP or Euro NCAP scores for the Junior, though this may change by the time Australian sales commence later in the year.
Final local specifications are also yet to be confirmed, but a hefty suite of ADAS tech is fitted, including AEB with pedestrian and cyclist detection, lane departure warning, blind-spot monitoring, rear cross-traffic alert, Drowsy Driver Alert, adaptive cruise control with lane centering and traffic-jam assist and traffic-sign recognition.
Additionally, six airbags are fitted, along with tyre pressure monitors, light-sensing LED headlights, automatic high beams, rain-sensing wipers, 360-degree parking sensors with 'Active Park Assist' and 180-degree rear camera with overhead view and front/rear parking sensors.
Two rear-seat ISOFIX points as well as a trio of top tethers for straps are included.
Ownership – What warranty is offered? What are its service intervals? What are its running costs? 7/10
7 / 10
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.
Verdict
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.
.jpg)
.jpg)
.jpg)
.jpg)
.jpg)
