Alfa Romeo Junior Speciale

Alfa Romeo Junior Speciale | Test Drive

27 October 2025 Redazione News, Tested

Words Matteo Lavazza / Photos S. Lomax

2024 will be remembered as the year the world faced an existential dilemma. Initially named Milano, Alfa Romeo’s latest crossover saw its wink to the fashion capital crumble when Italy’s Minister for Enterprises and Made in Italy declared unacceptable to name a car after a place with which it had no production connection. And since Milano was off the table, it was enough to swap out the badges and update the press kits: Junior, a name beloved by Alfisti of the past and perhaps even better suited to project Alfa into a segment a step before the Tonale.

Once that storm had passed and with confirmation that the Junior is built at Stellantis’ Tychy plant in Poland, it was time to see whether the group’s heavy influence had created a worthy revival or not. One thing’s certain: the Junior isn’t how we remember it. But if the market demands crossovers by the truckload, manufacturers will keep serving them by the dozen. Based on the same platform as the Jeep Avenger and FIAT 600 (to name just two), the Junior promises not to forget its heritage, with steering and suspension tuning designed to enhance road feel and deliver a driving experience distinct from its corporate cousins.

Initially offered in two electric variants, including a punchy 280-horsepower version, the model we chose for our first drive is Mild Hybrid, pairing a 1.2-liter three-cylinder engine with a 29-hp electric motor integrated into a six-speed automatic transmission. And don’t tell me that’s a too small powerplant for an Alfa: there are plenty of excellent three-cylinders out there. The key is in the setup, whether it delivers satisfaction when you play with the car’s DNA system, which offers three driving modes: Natural, Advanced Efficiency and Dynamic. Each is finely set for its purpose, providing distinct feedback through throttle response, steering weight and gearbox management, all of which can still be manually controlled via the small plastic paddle shifters behind the wheel.

As with any proper Alfa Romeo, design plays a crucial role: divisive – maybe – but unmistakably full of character in a world where that’s becoming increasingly rare. You can’t stay indifferent looking at the front end: there’s a lot going on, with “C”-shaped headlights (also available with LED matrix technology) perfectly integrated into a muscular bumper. And then there’s that black plastic grille, carved out in the shape of a massive Alfa biscione — you’ll either love it or hate it. You can even swap it for a vintage-style version with mesh grille and cursive script. Your call. Personally, I love the Junior’s front design as much as I’m not entirely convinced by the rear: the cut-off tail works, but the resemblance to the new Lancia Y is strong, when it should have echoed the legendary TZ instead.

For a crossover designed to move families 365 days a year, it’s already stirred plenty of talk about its looks, proof, for better or worse, that Alfa has produced something fresh and bold. Beneath its compact dimensions – 417 cm long and 154 cm tall – lies a surprisingly interesting cabin. It seats five, though rear passengers might find legroom a bit tight. Up front, the €2,500 Sport Pack adds stunning Sabelt sport seats, perhaps a bit too confining for a 135-hp hybrid, but stunning nonetheless. I find myself torn, as any true Alfa lover would be: head versus heart. I adore the driving position’s ergonomics, but I suspect getting in and out daily might be easier with a more traditional seat.

Shared platform or not, the driver’s seat remains a wonderful place to be. There’s a wide range of adjustments, and I can sit low just how I like it with perfect visibility all around. The steering wheel, trimmed in a mix of Alcantara and eco-leather (like the seats and dashboard), feels fantastic in hand and in Dynamic mode transmits every nuance of the road. The 10.25-inch digital instrument cluster is fully customizable, while an equally sized central touchscreen handles infotainment duties complete with physical climate controls. Excellent choice. There’s no traditional gear lever, just a clean center tunnel with a few storage compartments, a raised round start button and the gear selector placed next to the drive mode switch — unfortunately identical to those on a random Citroen.

The 135-hp (or 136, according to the press kit) Junior isn’t a sprinter. The “Speciale” trim earns its name through exclusive design touches, but what true Alfisti care about most are the sensations at the wheel. Let’s be clear: this isn’t a Stelvio Quadrifoglio, so you won’t be redefining the concept of love. Still, the Junior feels sharp and the three-cylinder engine is surprisingly full-bodied, as it almost makes you forget it’s missing one pot. It’s flexible, responsive and delivers solid acceleration, helped by a curb weight of just 1,380 kg.

Power goes to the front wheels only, but the front end is precise. Despite wearing far-from-sporty tires, the Junior Speciale accompanied me over several thousand kilometers without ever becoming dull. Those seats, the circular air vents with the biscione detail, it all makes you realize nothing here was left to chance. You quickly forgive the small compromises that come with sharing parts, both mechanical and stylistic, within a large automotive group. Because the Junior truly has its own soul. Honestly, they could’ve called it Giuseppina and it would still have worked.

Am I the only one imagining a Quadrifoglio version? With that front end, all I’d want is 350–400 hp and an exhaust ready to unleash fireworks. For now, speed-hungry drivers can opt for the 280-hp electric Veloce, which combines stunning performance with razor-sharp handling. This time, I didn’t want to get lost in range and charging numbers so I focused instead on the 1.2 Mild Hybrid, which proved pleasantly efficient (15.1 km/l) and lively enough for anyone wanting a crossover in their driveway. Call it what you like, what matters is that it drives not just well, but like an Alfa Romeo. And I must say, the differences from the Avenger and 600 — yes, those again — are evident. Right where they need to. Starting from €29,900, the hybrid Junior currently represents Alfa’s entry-level model, while the electric versions demand about €10,000 more. And if I’m honest, I quite like the name Junior. You can’t go wrong with a bit of nostalgia.