If you want to say which niche has sentiments, Alfa Romeo must be one of them. Its Giulia benefits from the development idea of ​​first designing high-performance QV models and then extending the development ideas of ordinary models downwards, allowing ordinary people to Both versions have very high mechanical quality and control performance. So today we will explain the chassis design of the car.

Model introduction:

The vehicle photographed is the 2024 Giulia 2.0T competition version. As a mid-term facelift model, the new car’s headlights adopt a new three-stage LED daytime running light design and are upgraded to LED matrix adaptive light sets, which is a classic The inverted triangular shield-shaped front grille adopts a blackened style, making it visually sportier.

The interior layout of the car has not changed much, and the instrument panel has been newly covered with leather and stitched decoration, which slightly enhances the sense of luxury compared to the old model. The full LCD instrument panel has been upgraded to 12.3 inches. The size and style of the central control screen have not changed significantly, but OTA and remote vehicle control functions have been added to the system.

In terms of power, Giulia uses the 2.0T I4 MultiAir twin-scroll turbocharged engine with a maximum power of 206kW and a maximum torque of 400N·m. The matching gearbox is still a ZF 8-speed automatic gearbox. It is worth mentioning that the front section of the car's engine almost overlaps the vehicle's front axle, and the engine's center of mass is located behind the front axle, so it prefers a front-mid layout.

Chassis structure:

Looking at the overall chassis, due to the development ideas devolved from the QV version, the regular Giulia is also equipped with an aluminum alloy suspension and front subframe, as well as a carbon fiber drive shaft. In addition to the exhaust system and suspension swing arms, the chassis is basically covered by aluminum alloy, fiberglass or resin guards. It not only protects key parts such as the engine, gearbox, fuel tank and drive shaft, but also It can very well optimize the aerodynamics of the car's bottom.

The aluminum alloy front subframe adopts a full-frame closed structure, so it provides a more complete rigid support for the powertrain and suspension system. More importantly, when encountering a frontal collision, the subframe and body longitudinal beams can jointly absorb the impact force of the frontal impact and play a positive role in dispersing and directing the force.

Front double wishbone independent suspension:

The front suspension adopts a front double-wishbone independent suspension. The double-wishbone part of the suspension is made of aluminum alloy, and the lightweight design is very good. Compared with the MacPherson-type suspension, the double-wishbone independent suspension has better lateral rigidity and higher structural stability due to the presence of the upper control arm. The geometric changes in the suspension work can better adapt to the road surface and maintain tire contact. Ground area, thus having stable grip performance.

The front lower control arm and the subframe are connected by a large hydraulic bushing, which is used to withstand the impact of intense driving to a greater extent. At the same time, their hinge points connected to the steering knuckle are located above the bottom dead center. , which can protect the control arm ball head to a certain extent.

The car's lower control arm has two links instead of a triangular control arm. Compared with the use of traditional triangular control arms, the two control arm rows form a virtual hinge point that is closer to the wheel contact position. At the same time, it will change according to the steering angle to maximize the ideal wheel contact. angle, and more naturalBetter steering feel and more stable high-speed straight driving.

Rear multi-link independent suspension:

The rear multi-link independent suspension is composed of an H-shaped control arm backed by a spring and two connecting rods, both made of aluminum alloy. The H-shaped control arm uses a one-piece hollow casting process to further reduce the unsprung mass and improve vehicle handling. In addition, it has two hinge points with the subframe, and its structural strength is higher than a control arm with only one hinge point. .

The H-shaped control arm and the bearing seat are connected by a vertical connecting rod. Its function is to guide the upward jumping angle of the wheel and reduce the force of impact between the wheel and obstacles, thereby improving ride comfort. At the same time, it can also suppress the torsion caused by the force on the bearing seat during driving, preventing changes in four-wheel positioning parameters from affecting the control performance.

Test drive experience:

The Giulia has a very interesting gear setting. Like Ferrari and other supercars, it can shift the "+" paddle to shift into D gear, and flip both paddles at the same time to shift into N gear. The 2.0T model comes with three driving modes, namely sport (d) mode, normal (n) mode and energy-saving (a) mode. In different modes, the vehicle's throttle, gear shifting, steering and suspension will have corresponding settings and adjustments.

In normal and energy-saving modes, the Giulia's power output will be limited, and the transmission response will be relatively sluggish. Even if you step on the accelerator deeply, there will be no intense feedback. Only when the car is switched to sports mode will everything become seamless, and at this time the Giulia can give you a smooth driving experience.

In terms of steering, the Giulia steering wheel can convey the feeling of the road very well, and the direction is also very precise, but the too light damping setting will make people lack some grip. There is also the sound of its exhaust. As a claimed sports performance model, it is difficult to hear its exhaust sound in the car even in sports mode, which makes me disappointed.

Although the car's shock absorbers use electronically controlled damping, even in normal and energy-saving modes, the Giulia has a clear road feel, and the vibration filtering is very clean without excessive bounce, much like the settings for the performance test. . As for the sports mode, it is harder and harder, with a clearer road feel and smaller roll.

In corners, Giulia will show its advantages. The short wheelbase and solid chassis tuning allow it to handle corners with ease. You don't feel too obvious roll in the car, and the vehicle maintains a good posture when cornering. In addition, when the accelerator is lightly applied in a corner, the rear of the car will shake slightly with the sound of tire noise, allowing the driver to experience the joy of control.

Editor's comment: It can be seen that the Giulia chassis has many common parts with the QV version. This ensures that even the regular version can have a control experience comparable to that of a performance car. At the same time, the structural layout design is also very reasonable, and it is a complete set. A design that can stand up to scrutiny and has a high degree of completion. As for the actual test drive experience, I feel that it is indeed far ahead of its class. If you like pure control fun and performance experience, then Giulia is really a good choice.

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