Aces vs. Aces
Rear-wheel drive speed beast track combat
Before the final high-octane burn spewed out the jar, the two ambitious sedans started the pistons. Whether it's the stout inline six-cylinder engine behind the propeller or the more elaborate Ferrari relatives behind the shield: just step on the throttle!
Shhh, we are all our own people, we can reveal some information to you beforehand. Fast, that's what it's all about. Do you know the magic of speed? What we imagined was the feeling of the scenery skimming super-fast over the side windows, the asphalt pavement constantly enlarging in front of the windshield. On the one hand, people move in space and time; on the other hand, it seems to be stationary, forcing people to concentrate and forbidding distractions. When driving at speeds above 200 km/h, motorists need to take it lightly, but rather need to feel keenly, groping in the car, reading routes, understanding curves, terrain and bumps.
Now, stop imagining. The BMW M3 Competition doesn't like the poetry of speed, it's more of a wrist-breaking man who needs an opponent whose attention and body tension are persistent. Driving it feels more like a scuffle than a rhythmic gymnastics. In testing, we have abandoned the illusion of high speed. When driving two 100,000-euro-class, 510-horsepower sport cars, people don't have much emotion, but they require a lot of exercise.
Take BMW, for example: the M3 never appears casually on the market, and the emergence of each generation is a big event. The engine alone has evolved from the 185-horsepower four-cylinder engine that debuted in 1985, to the excellent naturally aspirated six-cylinder engine and 4.0-liter V8 engine, and then to today's twin-turbo inline six-cylinder engine. The current F58 on the Composite uses a closed design without a cylinder liner, allowing the piston to operate quickly in an iron-coated cylinder, transmitting 650 Nm of power to a forged lightweight crankshaft. A new feature of the cylinder head is that its manufacturing process uses 3D printing technology and has a more complex shape than traditional parts.
The Bavarian car plant was like that. Not only is the brochure very attractive, but the actual product does not disappoint. The 3.0-liter engine will start the supercharger (with electronically controlled vent valve) immediately after the throttle is pressed, instantly push the engine speed to about 4000 rpm, and then hear the variable exhaust valve open to make a more dynamic sound, including the unique sound of the in-line six-cylinder engine. They may win an Oscar in Munich/Garching for this, even if some of the sounds are artificially mixed in. In the future, it may be necessary to inform passengers of the sound status so that they will not be nervous about it. In any case, the M3 engine can handle all gears: one second it may be a soft sports cruiser, the next it may become a car with 510 horsepower and more than 6000 rpm. It doesn't stay at high speeds, it's more about maintaining medium speeds. The person who breaks his wrist is not a 400-meter sprinter.
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01
Alpha: Discreet sports car
But which of Alfa Romeo's sport models should look at? Quadrifoglio Verde, of course. Cars from Bavaria are constantly crowding out its market. The top Giulia's V6 engine is 2.9 liters and can reach 510 horsepower. The car accelerates cautiously when it first starts, so much so that people want to park on the side of the road and see what's going on under the carbon fiber hood, which sounds like a three-cylinder engine, or at least sounds like there's a set of cylinders that doesn't start.
What about Ferrari's genes? Well, it could be a recessive gene. First of all. Just give the twin turbines some speed, let it warm up, and start blowing not only on the supercharger blades, but also on the expensive Akrapovic titanium exhaust system. Melodic and dynamic, steady power and rough load changes produce sound. However, it will never show any pretentious appearance, and the Scorpion exhaust system will show its dignity.
In Giulia's interior, the strongly supported standard seats and the right position behind the steering wheel are a perfect match. In an era where steering wheel design is often overlooked, this is an important advantage. The alpha's steering wheel is round, not too thick, and easy to grip. In addition to this, they added a start button and two paddle shifters mounted on the steering column, which are combined with an analog circular instrument panel, high-gloss carbon fiber paneling, and a classic operating area, which is very harmonious overall.
Volume, function jump, temperature adjustment, basically everything is simple and intuitive. The rest of the operation can be done via the touch screen and the rotary button. Compared to BMW, it has fewer features, but is clearer. Also simple to operate and controlled with a knob is the QV driving mode. People often have a lot of books on their shelves about "simplifying life", and Alpha Romeo has put the simplification into practice. There are three standard procedures on the car, as well as a "Race-plus" button to adjust the hardness of the shock absorbers. That's all.
As a proper transition, we now look at the four exhaust pipes of the M3 at a speed of 290 km/h. For this part, BMW charges an additional fee (M driving kit: 2450 euros), which is already included in the price of Giulia. However, if you want to reach the top speed (307 km / h), you need to pay additionally for the ESC function (drift mode). Well, Alpha asks for "race" speed, asks Romeo to have a strong nerve. Hugo Siwaci, who was considered the eternal runner-up, won the championship at the Targa Florio race in 1923 for drawing a four-leaf clover totem on the car. A few months later, his clover logo was covered by spray paint. Does his accidental death in training really be related to clover, or is it because of the unlucky number 17, who knows? In any case, the legend of Quadrifoglio Verde was born.
In addition to this, our test car reached a speed of Mach 0.3 even if it was not in "race" mode. And unlike BMW, it can go straight ahead without problems. In the process, the flutter of the hood certainly did not bother Seawolch; like us, he would have been glad that the chassis effectively absorbed the bumps of the springs and shock absorbers in both damping modes, rather than directing them to the crew or steering system. And that's precisely one of the M3's annoying weaknesses: As soon as the speed is accelerated, the adaptive shock absorbers close the valve, causing bumps in driving on undulating roads. On asymmetrical bumps or ruts, the M3 looks like it really wants to turn.
The joy of driving? Yes, if you like muscle tension on the go. People who like to drink cappuccino while driving should wear clothes with Nomex waterproof material, because there will definitely be something spilling out. In addition to that, the M3 is always suitable for fast travel. The combination of beautiful engine sounds, informative gauges (sports field of view), tire temperature display, head-up display, and voice-controlled top-of-the-line infotainment system with excellent recognition capabilities combine to create a racing-themed travel office. Wind noise? Very low. Dark roads? Matrices and lasers can solve this problem. Lateral support? The standard sports seats have adjustable wings and are illuminated with signs.
02
Listen in and get out
Delivering on promises? It sounds like riding on a country road or competing on a testing ground. Alpha hurried to the next highway exit. Understeering? inexistent.
Even if you drive the QV for the first time, you can move forward on asphalt in this way, and the road-rich steering comes with your bones. On the one hand, because of the excellent tuning of the steering system, on the other hand, the Pirelli P Zero Corsa tires also play a role. Sport tires need temperature, otherwise their temper is not good, which will affect grip. With the temperature of the tires, Giulia can provide people with pure driving pleasure at any speed. In addition to the crackling sound of the exhaust pipes at load changes and high loads, the sufficiently sensitive ZF eight-speed automatic transmission and the steering system that provides detailed feedback based on manual force, Giulia's steering ability is also outstanding. No other model can adjust the Bosch steering system with the multi-link aluminum suspension and its electric power steering program so realistic and straightforward. This section also features an electronically controlled rear axle differential with two clutches. Whether you want to enjoy driving implicitly or have a firm grasp of the speed advantage, QV can help you achieve it. As you drive into a corner, the front wheels grab the asphalt and report in real time what stage you're in. Understeering? inexistent. Unfortunately, the electronic stabilization program is a generation behind (there is no sport mode), and when accelerating out of corners, the V6's power output is limited for longer than usual.
The way the M3 is driven is fundamentally different. Although its steering system replaced the early stiff assist with a smooth and smooth feel, the originally tough steering feel was a bit blurry in the middle of the feedback, and ultimately did not show precision. Well, the almost 4.80-meter-long BMW weighs a little more than the more elaborate alpha: 26 kilograms, though no one cares.
When you step on the throttle into a corner, the M3 oversteer trend becomes apparent. In MDM mode with reduced assist, tail flicking is even more as expected, thanks to the assistance of Michelin Pilot Sport 4S tires, which is easy to control and even makes the cornering action look very capable. The torque of 650 Nm can only be applied with an electronically controlled rear axle differential lock, as well as the exquisite coordination of ZF automatic transmissions.
Is this rear-wheel-drive speed beast worth cheering for? In addition to being disturbed by a slight understeer when cornering quickly, it is quite addictive at least when drifting around the closed track, and the smoke screen generated by the "burning tire" is expected to make astronauts on the International Space Station applaud.
03
M3 surpasses Giulia
Driving power tests show that BMW is worth five stars. When it comes to quick steering, the M3 clearly outperforms the Alpha. On flat tracks, its wide tracks also show its strengths.
In contrast, Giulia's power suffers on the track, and despite its high agility, it lacks real-time coordination, which is very useful on the road. The short braking distances and the high stability of the standard electronic brake system are uncontroversial, and a ceramic braking system is also available, but the Low Speed Control Capability of the Alpha is average.
Thankfully, the smoke from the brakes didn't hide the light of these two dynamic, high-speed luxury cars.
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