2025 Alfa Romeo Tonale Turbo Tested: Less Is More

If passion alone sold cars, then every automaker would have an impractical sports coupe, Ferrari never would have even thought of building an SUV, and Alfa Romeo would have no trouble selling every Giulia it could make. But we live in the real world, where none of this is true. Ever the optimist, Alfa has attempted to put a rosy glow on reality, touting the Tonale as a symbol of the brand’s metamorphosis. Into the chrysalis crawls a rear-wheel-drive sports sedan, out flutters an all-wheel-drive SUV. We’re not sure if the metaphor holds up to scrutiny, but isn’t true passion all about taking a chance on love?In our first test of the Tonale, we found ourselves with a few sparks of interest but were left wanting more. While the plug-in hybrid powertrain was both punchy and relatively thrifty, the 4291-pound curb weight dulled the driving experience. Alfa’s first foray into the subcompact-luxury-SUV market is proof that passion and practicality often sleep in separate bedrooms. Highs: Spunky turbo power, composed in the corners, $10K less than the hybrid version.For 2025, Alfa aims to spice things up with suspension tweaks, revised option packages, and a new powertrain option. The new base Tonale receives a turbocharged 2.0-liter inline-four that cranks out 268 horsepower and 295 pound-feet of torque, which is routed to all four wheels through a nine-speed automatic. Though these numbers are marginally lower than the Tonale Hybrid’s, the turbo four–equipped Tonale we tested weighs 3838 pounds—453 pounds lighter than the plug-in hybrid model. That’s still far from svelte but enough for the turbo Tonale to deliver nearly identical acceleration figures. It sprinted to 60 mph in 5.6 seconds, just a tenth of a second behind its battery-toting sibling. It was also practically a dead heat through the quarter-mile: The turbo cleared the mark in 14.3 seconds at 96 mph, while the PHEV tripped the light just 0.1 second quicker. Curiously, the lighter Tonale required more runway when coming to a halt—a full stop from 70 mph took 170 feet compared to 165 feet for the hybrid. And while the turbo version may be lighter, it’s also thirstier. EPA fuel-economy estimates rate the Tonale at 24 mpg combined, 29 mpg highway, and 21 mpg city. We appreciate the slightly larger fuel capacity (13.5 gallons versus the hybrid’s 11.2), though expect a sub-300-mile range, particularly if you spool up the turbo often.It’s when you’re at a stop that the Tonale’s powertrain reveals a few rough edges. The transmission seems routinely surprised when shifted between reverse and drive (and vice versa). There’s a palpable lag before engaging the initial gear, as if it’s daunted by the prospect of having to shift through all nine speeds. Lows: Transmission can be a jerk at slow speeds, soft suspension mode lacks control, gets thirsty.Throttle modulation around town also delivered an unexpected surprise. Off the line, the Tonale responds less like a floating butterfly and more like a dachshund lunging for a fallen taco. Achieving a smooth start is challenging due to the combination of a twitchy throttle, brief turbo lag, and that recalcitrant gearbox. A prod of the Tonale’s accelerator is followed by a brief delay—think of timing a taco’s terminal velocity from table to floor—then leaps forward with catapult-like fervor.The powertrain exhibits much better manners once underway, and the Tonale really comes alive at higher speeds. Alfa’s use of a twin-scroll turbocharger helps broaden the torque curve so there’s more usable grunt across the rev range. Give it the beans to pass, and the transmission doesn’t waste any time finding the right gear. Passing performance is respectable, with a time of 3.3 seconds to get from 30 to 50 mph, and 4.3 seconds is needed to scoot from 50 to 70 mph.More on the Tonale SUVCruising along the twisty canyon roads outside of Los Angeles, the turbo Tonale’s lighter weight also revealed a lighter, more playful demeanor. With the adaptive dampers set to Sport, handling was composed and confident and—surprise!—there was a modicum of welcome steering feel. Brake-based torque vectoring works in conjunction with the all-wheel-drive system to maximize stability, and when traction gets super gnarly, the system can redirect up to 50 percent of the available torque to the rear axle. In our experience, the front wheels did most of the work, even after the Michelin Pilot Sport All Season 4 tires broke traction. On the skidpad, those 20-inchers generated 0.87 g of grip.With such parity in the numbers, the distinction between the two powertrains comes down to personality—and price. Starting at $38,530, the entry-level Tonale comes well equipped, with niceties such as Apple CarPlay and Android Auto compatibility, heated and powered front seats, and a full suite of driver-assistance systems, including adaptive cruise control. The Veloce package ($1000) adds the adaptive dampers, unique trim bits, and giant paddle shifters crafted from real metal. Going for the plug-in Tonale commands a $10K premium over the turbo before choosing any of the same available option packages. In our opinion, this is a case where less is more. While no version of the Tonale sets our hearts ablaze, there’s no question that the turbo’s beating heart generates a little more emotional heat. Besides, if Alfa really wants to do this metamorphosis properly, then the next logical step is a Tonale Quadrifoglio. When pressed about this possibility, Alfa reps shrugged in a “stay tuned” gesture. Maybe there’s hope for true love in this form after all. Verdict: A turbocharged step in the right direction. SpecificationsSpecifications
2025 Alfa Romeo Tonale 2.0T
Vehicle Type: front-engine, all-wheel-drive, 5-passenger, 4-door wagon
PRICE

Base/As Tested: $38,530/$48,130
Options: Verde Fangio Metallic paint, $2200; 20-inch Grigio 5-hole wheels, $2000; Premium package (leather-trimmed bucket seats, ambient lighting, ventilated front seats, hands-free power liftgate, gloss-black exterior trim), $2000; power moonroof, $1400; Harman/Kardon premium audio system, $1000; Veloce package (aluminum door-sill plates, darkened Veloce fender badge, adaptive dampers, larger brake rotors with red-painted Brembo calipers, aluminum steering-column-mounted shift paddles), $1000
ENGINE

turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection
Displacement: 122 in3, 1995 cm3
Power: 268 hp @ 5000 rpm
Torque: 295 lb-ft @ 3000 rpm
TRANSMISSION

9-speed automatic
CHASSIS

Suspension, F/R: struts/struts
Brakes, F/R: 13.6-in vented disc/12.0-in disc
Tires: Michelin Pilot Sport All Season 4
235/40ZR-20 96Y M+S
DIMENSIONS

Wheelbase: 103.8 in
Length: 178.3 in
Width: 74.2 in
Height: 63.0 in
Passenger Volume, F/R: 52/46 ft3
Cargo Volume, Behind F/R: 55/27 ft3
Curb Weight: 3838 lb
C/D TEST RESULTS

60 mph: 5.6 sec
1/4-Mile: 14.3 sec @ 96 mph
100 mph: 15.6 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 6.3 sec
Top Gear, 30–50 mph: 3.3 sec
Top Gear, 50–70 mph: 4.3 sec
Top Speed (gov ltd): 140 mph
Braking, 70–0 mph: 170 ft
Braking, 100–0 mph: 356 ft
Roadholding, 300-ft Skidpad: 0.87 g
C/D FUEL ECONOMY

Observed: 21 mpg
EPA FUEL ECONOMY

Combined/City/Highway: 24/21/29 mpg
C/D TESTING EXPLAINEDIn his 20 years as a writer in the commercial, television, and feature world, Derek has worked on a wide array of projects with Emmy- and Oscar-winning directors such as Nicolas Winding Refn, Peter Berg, Morgan Spurlock, Stacy Peralta, Trish Sie, Davis Guggenheim, Lauren Greenfield and David Gelb. As a producer on Top Gear America, Derek is able to combine his love of cars and storytelling in one place. He’s also a freelance writer and onscreen host across a variety of mediums. In the print world, Derek explores the emotional connection that’s at the heart of every great car story. His features can be seen in Car and Driver, Autoweek, The Drive, European Car, Hagerty, and MotorTrend. Derek resides in Los Angeles. When he’s not writing, he is out at the racetrack, going off-roading, or building demolition derby cars with friends. 
Source: caranddriver.com