Luxury curiosity in modern cars is very common, but few are capable of evoking genuine excitement or originality. 2025 looks uninteresting in this regard, not striving to blend into a safe, touchscreen-based world—and that’s why it’s so appealing. While most of the segment is busy chasing larger displays, adding unnecessary weight, and reducing the sense of control in pursuit of mass appeal, the Stelvio continues to prioritize style and driver engagement. Even compared to a crowded field of choices from Germany, Korea, and a host of other countries, this approach helps it stand out. It’s been nearly a decade since the Stelvio first appeared, which in car years amounts to a full revolution.
This time has led to the car starting to look a bit invisible. However, even against newer, shinier competitors, the Stelvio hasn’t lost what makes it exceptional. It remains refreshingly analog in an industry trying to go fully digital. Of course, it’s not a perfect car. The interior materials look more like toys, and the technology can be flimsy.
But if you’re looking for a crossover that inspires life, the Stelvio offers something almost no one else dares to: individuality. And in 2025, that becomes a threatened spectacle. Before it vanishes into electrified oblivion, we took another spin in the Alfa Romeo to see if it still has the magic. Clearly, we had to conduct the appropriate testing. This means treating it as a daily driver, handling it on highways and in dense urban landscapes.
Spoiler: it’s just as charming as ever. We just miss the four-leaf clover. The Stelvio has two standout features, and its exterior design is one of them. We’re not saying the Roman god of artistic talents had a hand here, but the design is truly appealing. Over just seven days, I received no fewer than two compliments a day while driving this car.
Perhaps it’s how the Stelvio so elegantly scales up the design, simply growing larger. The wide headlights, angular grille, and telephone-dial wheels do a lot of the work here. From the B-pillar back, this crossover doesn’t look particularly special, but it doesn’t need to. The front end has enough character and energy to compensate for anything else. The body color is also worth noting.
Many of the compliments received weren’t just about the style but also the Verde Fangio shade on the body. Note that the same color is available for the Tonale and Giulia. No interior is perfect, but the Stelvio’s striking exterior ends when you settle into the cabin. Don’t get me wrong—the dashboard, seats, and trim are attractive. There’s a very harmonious mix of asymmetrical elements from one side of the dashboard to the other, combined with the use of appropriate zones.
For example, the center console has four main control panels. All of them have delightful little details that make using them more enjoyable. The instrument panel itself resembles older designs and houses a smaller, but not too small, infotainment system. Clearly, screens aren’t the main focus here, which is pleasantly surprising at times. I even like the steering wheel with its physical buttons and switches, which provide good tactile feedback.
Other positive details include the European choice to have one volume knob for the front passenger near their seat and a separate one for the driver on the wheel. Some interior moments, however, miss the mark. The materials offered don’t always impress with their sophistication. Confirming that this is a $59,140 Italian luxury crossover, I seriously think the dashboard trim could have come straight from a toy factory, and I wouldn’t have noticed the difference. Well, maybe the lack of bright colors gives it away, but the touch and feel are nearly identical.
The same goes for the door cards, where instead of leather or some kind of faux suede or Alcantara, we get more of a Nerf-like foam. Needless to say, this foam is surrounded by higher-grade materials. Most other surfaces are plastic, with only a few patches of leather or rubber scattered around. Alfa Romeo could have emphasized the good metal used for the gearshift panels or included real wood or more leather to elevate the cabin. On the other hand, saving money on some materials has its advantages, allowing Alfa to spend more where it really matters.
They can spend more on other things, like the excellent seats in this car. The front seats provide great support and cushioning. We also love the extendable thigh supports and thick side bolsters. It would be great to see Alfa Romeo add a similar side bolster for rear passengers. The rear seats are comfortable but lack better support, easily tossing passengers around during more spirited driving.
We also appreciate the included climate vents, power outlets, and heated outboard seats. It would be great if Alfa stretched the seats a bit further, as this would provide better comfort. Speaking of technology, the infotainment system in the Stelvio is simple and unobtrusive most of the time. UConnect, the interface itself, is usually quick and easy to use, but there were a few delays during our testing. It’s unclear if this is just a fluke, so we recommend testing it yourself if you’re considering an Alfa Romeo, as most of them have this same system.
Moving the conversation from the front of the cabin to the rear, the Stelvio is surprisingly spacious behind the second row. There’s always 19 cubic feet of space. The rear seats fold to allow carrying larger items. Here’s the other big feature of the Stelvio: its engine. It has 280 horsepower (208 kW), a turbocharged four-cylinder engine, an eight-speed automatic transmission with paddle shifters, and an all-wheel-drive system biased toward the rear wheels.
This might not sound impressive, but we can count on one hand how many other crossovers have a similar configuration. Most use a front-wheel-drive-based all-wheel-drive system or just front-wheel drive. This is great for fuel economy but bad for driving dynamics. Alfa Romeo clearly kept driver engagement at the top of its list, and the Stelvio is a much better car for it. We tested the Tonale just a few months before the Stelvio, and personally, they look very similar on the outside.
Behind the wheel, however, the difference is almost laughable. The Tonale, like its twin, is based on the Stellantis Small Wide platform, the same as the Jeep Compass, and it’s a bit heavy. The Stelvio, on the other hand, rides on the FCA Giorgio platform, which it shares with the Giulia sedan and several Maseratis, including the Grecale and GranTurismo. It feels like the best-handling crossover this side of a Porsche Macan. The engine responds quickly to throttle input.
The steering is sharp and excellently connected to what’s happening at the tire’s contact patch. And body roll is absent. Overall, it gives the sensation of driving a tall sedan.