2023 Alfa Romeo Stelvio Estrema
Alfa Romeo originally returned to the American market in 2008, but it was 2016’s Giulia sport sedan that marked the point in which they really got serious about selling cars in the US. And it was quickly followed up by the Stelvio SUV which has naturally become their best-selling model. So, what’s next? Well, it looks like Alfa is going to extreme measures to take the Stelvio to the next level.
The Alfa Romeo Stelvio arrived 5-years ago with a bang. Not only bringing a much welcomeD splash of Italian style to the small sporty luxury-minded crossover scene, but bringing the most power and highest performance we’d seen yet. For 2023, there’s a new option for buyers, the Alfa Romeo Stelvio Estrema AWD.
Starting with Veloce trim, the limited edition Estrema adds an adaptive suspension and limited-slip differential; essentially giving you some of the Quadrifoglio’s go-fast goodies without having to spend quite as much dough. It’s all integrated into their DNA drive mode setup, which Alfa says is tuned hand-in-hand with their Formula One team. The Estrema doesn’t get the Quad’s race mode, but Dynamic mode is quite aggressive; delivering a ride that’s about as firm as you’ll find in a production street vehicle. It can feel hyper, almost twitchy at times; seemingly unhappy tooling through commuter traffic, having higher speeds and freer flowing pavement on its mind.
4 unique colors are available, including this Misano blue; and all Estremas get a new rear diffuser, unique 21-inch wheels, and additional black trim; plus, carbon fiber covers for the grille and side mirrors. They’ve added plenty of carbon-fiber inside as well; on the door panels, console, and dashboard; along with leather sport seats stitched up with the same red thread as the dash. All of the additions are well executed, and breathe new life into a space that was starting to look somewhat dated compared to the newest rivals.
Both rear seat space and cargo area at 18.5 cubic-ft. are tighter than most as well, though max capacity of 56.5 cubic-ft. compares better. Rounding out the list of upgrades in the Estrema are a dual-pane sunroof, wireless phone charging, and a 14-speaker Harmon Kardon audio system for cranking tunes.
Cranking away under the hood is the standard Stelvio’s 2.0-liter turbo I4 engine. It may fall short of the Quadrifoglio V6’s 505-horsepower, but still pumps out an impressive 280-horsepower and 306 lb-ft. of torque to all four wheels through an 8-speed automatic transmission, which has some beefy aluminum paddle shifters mounted Italian style on the steering column.
Unleashed at Mason Dixon Dragway, the Estrema, with its standard all-wheel-drive, has plenty of grip for a healthy launch; but from there, power delivery is more moderate than overwhelming, taking 6.3-seconds to hit 60. Shifts from the trans, whether triggered with those nice paddles or done automatically, are extremely smooth and barely noticeable. There’s not a lot of excitement inducing engine noise either, just a very calm and luxury-like cruise through the quarter in 14.5-seconds at 95 miles-per-hour.
Everything took a turn for the better when we turned through the cones of our handling course. Here is where this utility vehicle really shines, feeling absolutely great when it comes to handling performance. That ultra-firm suspension and hyper nature of Dynamic mode helps this Stelvio feel more like a sport sedan than just about anything else in the crossover world. Very little body roll, virtually no understeer or oversteer, and the perfect amount of feel through the steering wheel, made for an incredibly precise, spirited, predictable, and fun run through the cones.
Brakes are by Brembo, but they’re not Quadrifoglio spec., and we felt substantial ABS pedal pulsing. Still, stops from 60 took only 113-feet; consistently staying straight and true, with only moderate nosedive.
Government Fuel Economy Ratings are 22-City, 28-Highway, and 24-Combined. We averaged a spot-on 24.2 miles-per-gallon of Premium. Making for an average Energy Impact Score, using 12.4-barrels of oil yearly, with 6.0 tons of CO2 emissions.
Stelvio pricing begins at $48,170, and for that, you’ll get the same engine found here in the Estrema. It’s starting price of $60,920, slots it well below the top Quadrifoglio, yet gives you a healthy dose of its performance.
So, whether you call it style, character, panache; the 2023 Alfa Romeo Stelvio Estrema has it by the boat load; giving you a perfect option for increased handling performance without having to break the bank. It’s still beautiful to look at, unique to see out on the road, and now even more fun to drive on that road than ever!
Specifications
- Engine: 2.0L Turbo I-4
- Horsepower: 280
- Torque: 306 lb-ft
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.5 seconds at 95 mph
- 60-0 Braking: 113 feet (avg)
- EPA: 22 City / 28 Highway / 24 Combined
- MW Fuel Economy: 24.2 mpg (Premium)
2025 Hyundai Santa Cruz
Hyundai’s Trucklet Gets A Lot Techier And A Little Truckier
Small trucks are once again a big deal here in the U.S., with more options to choose from than we’ve had since the 1980s heydays, including newcomers like this Hyundai Santa Cruz. And just like the Hyundai Tucson crossover that it’s based on, the Santa Cruz gets some major updates for 2025. So, it looks like it’s time for us to do some more tiny truckin’!
The Hyundai Santa Cruz pickup truck, and the Hyundai Tucson compact utility that it’s based on, get some significant updates for 2025, mostly revolving around style and tech. So, while our focus here is on the Santa Cruz, just know that most of what you see also applies to the Tucson.
The biggest changes happen inside where the Santa Cruz adopts Hyundai’s curved panoramic display that puts the 12.3-inch driver display and 12.3-inch infotainment screen into a single housing that stretches from behind the steering wheel to over the center stack. And while the center stack itself remains relatively minimal, they’ve redone the climate controls and actually added a few more physical buttons and dials back in. There’s also a better-looking steering wheel with a Driver Attention Sensor behind it; and while the Tucson moved its gear selector to the column, the Santa Cruz keeps its beefy old school shifter right there on the console. That, combined with an overall feel that’s not quite as open as the Tucson, goes a long way towards helping this trucklet feel more truck-like.
XRTs have a Surround View Monitor, Blind Spot Monitoring, and some branded logos. Rear seat room is more plentiful than you’d think seeing it from the outside, but you do sit very upright, and the seats themselves are not very comfy.
Exterior changes center around the usual new grille and wheel choices, but the off-road-inspired XRT gets a tiny bit more serious, featuring a unique front fascia with added tow hooks and a tidied-up undercarriage for better approach angles; plus, exclusive 18-inch wheels with all-terrain tires. No changes to the integrated 4-foot bed with all trims getting storage cubbies on the side of the bed as well as underneath the floor. The integrated bed cover comes with XRT and above or is available in SELs as part of an added Activity package which also adds a sliding rear window.
[It] is certainly one of the best riding vehicles around with a bed.
The Santa Cruz is certainly one of the best riding vehicles around with a bed, nothing rough or tumble here. In XRTs, you will hear a little more road noise from the more aggressive tires, but it’s far from being annoying. And the Santa Cruz’s size makes it very easy to whip in and out of parking spaces.
Nothing changes mechanically; that means a standard 191-horsepower, 2.5-liter naturally aspirated I4 engine in SE and SEL. While XRT and Limited get the turbocharged version of that engine with 281 horsepower, 311 lb-ft of torque, plus standard all-wheel drive. AWD is available on SE and SEL for $1,500. The turbo engine gets a unique dual-clutch transmission which gets an added tow mode for ’25, while the non-turbo works with a traditional automatic; both are eight-speeds. Max tow rating is 3,500 lbs. with the standard powertrain and 5,000 lbs. with all-wheel drive.
After towing our crew to Mason Dixon Dragway, the turbocharged Santa Cruz XRT delivered us to 60 in 6.6 seconds, about half a second slower than what we achieved back in ’22 with a Limited. Full power was a little late to arrive, but once it showed up, it was ready to get to work, providing steady power the whole way down the track. Our best quarter-mile time was a 15-flat at 96 mph. At wide open throttle, DCT shifts were smooth with no power loss moving through the gears, but it does still stumble a little at slower speeds around town.
The handling experience with the XRT was also different from Limited, as the off-road tires struggled to get a good grip on the pavement when we pushed hard; leading to oversteer and more roll than we remember. There was great feel and feedback coming from the brakes in our panic braking runs however; also, consistent fade-free stops from 60 in just 105 feet.
Government Fuel Economy Ratings are 19 City, 27 Highway, and 22 Combined; we averaged a good 23.1 mpg of Regular. That’s an average Energy Impact Score; consuming 13.5 barrels of oil annually, with CO2 emissions of 6.7 tons. Starting price is a low $30,100, but things get much more serious for the XRT which starts at $41,600, though that’s still well below the average transaction price for a pickup truck these days.
So, until Subaru brings back the Brat or Baja or something similar, the 2025 Hyundai Santa Cruz will remain as the most car-like “truck” you can buy. For purists, that’s an absolute turn-off, but for a lot of others, it’s exactly what they desire.
Specifications
As Tested
- Engine: 2.5-liter turbo-4
- Transmission: 8-speed DCT
- Horsepower: 281
- Torque: 311 lb-ft
- EPA: 19 City | 27 Highway | 22 Combined
- 0-60 mph: 6.6 seconds
- 1/4 Mile: 15.0 seconds at 96 mph
- Braking, 60-0 (avg.): 105 feet
- MW Fuel Economy: 23.1 mpg