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 Rivian R1S
Major Reboot for Rivian R1S
With just about every mainstream carmaker now onboard with battery-electric vehicles, EV-only brands are hoping there are still plenty of people out there willing to think outside the box. So, let’s see if Rivians latest R1S utility can make the case for taking the EV road less traveled.
Big changes have happened in the short time since the Rivian R1S first hit the streets three years ago. As for 2025, there are updates that touch just about every aspect of the vehicle. Yes, despite looking almost exactly the same outside, Rivian claims that beneath the surface, their entire electrical architecture has been significantly updated, eliminating a whopping mile and a half of wiring and 10 computer assemblies, allowing for more efficient operation.
But look closely and you will see their signature vertical oval headlights are updated with a new matrix of LED lights that can cycle individual elements on and off to provide maximum illumination where you need it without distracting oncoming drivers.
Not much change in the look of the interior either, but the synthetic leather upholstery is still very nicely done, though most touchpoints feel more rugged than luxury minded. With the exception of a couple controls on the steering wheel, you do still have to do almost everything on the R1S’s 15.6-inch touchscreen, but the user interface has been improved. So, while we do wish they could have reverse-engineered a knob or two into the mix, we realize full touchscreen interface is just what people expect in their high-end EVs these days, and at least it works better than before. And the gauge display still wows you with the amount of information it displays and is mounted high enough that no additional head-up display is needed. A new Rivian Autonomy Platform uses 11 cameras, five radars and A.I. for self-driving, or just to monitor what’s going on around the vehicle even when it’s parked.
This [EV] really feels fast, sitting you up high and throwing you back in your seat with authority.
Rivian has also given the R1S a substantial suspension revision with new spring rates, bushings, and mounts; along with new tuning for the adaptive dampers and roll-mitigation system. It does provide a more balanced street attitude, but it still rides like a truck. That’s great if that’s the experience you’re looking for; not as ideal if you’re looking for more of the smooth luxury-style treatment.
All R1Ss are all-wheel drive, but there’s a wide variety of powertrain options including a new Tri-Motor setup. Outputs range from the standard Dual-Motor’s 533 horsepower to the Quad-Motor’s impressive 1,025. There are several battery packs as well, delivering as much as 410 miles of range, giving the R1S the highest rating of any SUV on the market right now. Our Adventure trimmed tester featured the 665-horsepower Performance version of the Dual-Motor arrangement, with the Max battery and 20-inch wheels with all-terrain tires.
Theoretically, that setup is rated for 370 miles, but perhaps we were enjoying the “performance” theme too much as our results were well short of that, using 68% of the battery to drive only 189 miles, putting our estimated range around 278 miles. Using 43 kilowatts of electricity for every 100 miles earns the R1S a fair efficiency rating.
But all was forgiven at our Mason Dixon test track when this Rivian started blasting us to 60 in 3.8 seconds. Yes, there are faster EVs, but this one really feels fast, sitting you up high and throwing you back in your seat with authority, while the rear of the truck squats down substantially before hurling you off the line and down the track. Power delivery stayed strong the entire time, cranking away until we cleared the quarter-mile in 10.5 seconds at 108 mph.
Despite this utility’s substantial size and weight, we were able to keep a pretty fast pace through the cones of our handling course. The all-terrain tires obviously didn’t grip the pavement as well as all-seasons would, but the low center of gravity kept things very flat. Yes, it does feel very heavy, but the brakes were more than up to the task, stopping us from 60 mph in a very short 103 feet with surprisingly little nosedive and no fade.
Pricing starts at $77,700 for the Dual-Motor with Standard battery pack; our Dual-Motor Performance with the Max battery and All-Terrain Package came in just over $102,000.
While Rivian has had great initial success; sustaining that success will be a much tougher task. But, if they continue to put as much effort into improving their products as they have here with the 2025 R1S, we think their winning streak will only accelerate.
Specifications
As Tested
- Motor Setup: Dual Motor
- Battery Size: 141.5 kWh
- Horsepower: 665
- Torque: 829 lb-ft
- EPA Range: 370 miles
- 0-60 mph: 3.8 seconds
- 1/4 Mile: 10.5 seconds at 108 mph
- Braking, 60-0 (avg): 103 feet
- MW Test Loop: ~278 miles
