Alfa Romeo Junior vs Mercedes-Benz V-Class (2024)

Alfa Romeo’s many comebacks have had mixed success over the years. And there’s a lot riding on the Junior. But entering a popular segment with electrification across the board should help it grab some attention. The eye-catching exterior design should give it a boost, too. The good news is, at least in Elettrica Veloce 280 guise, the Junior feels like a true Alfa Romeo. The Italian brand has worked wonders on a shared group platform to produce surprising results. Let’s hope the other electric and hybrid models are just as good.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Mercedes-Benz V-Class, and in particular the Mercedes-Benz V220d, lives up to the notion of a luxury people-mover – for the most part. The leaking door is a concern, but may be confined to this vehicle only.

But in most every other way it has the whole prestige bus thing sorted. There is no denying that a more affordable van from a less, shall we say, desirable brand would do just as good a job.

But if you need to be seen to be offering the most luxurious people-mover you can buy in Australia, then you really ought to be looking at the V-Class…. just maybe go for the V250d, if the budget can stretch that far.

When Alfa Romeo revealed the Junior (nee Milano) a few months back, the response to the exterior design was mixed. Images revealed a bold, busy front end with separated headlights and air intakes.

The most controversial element, however, was the grille. The central shield grille element features an enlarged black cut-out version of the Alfa logo, depicting the Milan cross and a man being eaten by a snake.

It is an interesting design element, especially combined with the new take on Alfa’s ‘3+3’ headlight signature seen on all of its current models, and the various air intakes.

This bold look was no accident. Alfa hopes the Junior will attract younger new buyers as well as more women.

But the good news is - as is often the case - the press pictures do not do the Junior justice. I was quite taken with the design in the metal.

Yes, it’s bold, but it’s arresting and unique.

The silhouette is dynamic and the sharply designed high-set tailgate is the cherry on the cake with its striking modern LED tail-light signature. Short overhangs and big wheel arches add to the look.

Inside there are elements that are familiar from the Jeep Avenger with which the Junior shares its Stellantis 'e-CMP' platform.

Those shared elements include the line of buttons on the dash, and most, but not all of the centre console design.

There are some neat touches referencing Alfa’s history, like the traditional driver-focussed ‘telescope’ instrument panel, and the ‘quadrifoglio’ four-leaf clover-inspired air vents.

There’s a pair of 10.25-inch displays for multimedia and instrumentation, and a tiny compact steering wheel.

The upright, levelled dash looks cool and the materials, in the Veloce at least, give premium European vibes.

This doesn’t look like your everyday Mercedes-Benz commercial van – the V-Class is certainly more at home parked in the driveway of a luxury hotel than alongside the back door in the alley behind it.

Admittedly it isn’t as attractive as the Avantgarde flagship, but it has the whole Benz ‘family look’ thing going on, with a stylish grille, swept headlights and a streamlined body. A box on wheels it may be, but it’s a box with nicely rounded edges.

The 17-inch, five-spoke alloy wheels are plain, and the halogen headlights and daytime running lights don’t have quite the same wow factor as the LED units in the high-end model, but it wears that Benz badge loud and proud. And the extremely dark tinted rear windows ensure the privacy of your occupants, as well as giving off the vibe of high-end plush.

I know it’s hard to stray from the formula for a van, but I particularly like the back end of the V-Class – it is reminiscent of the original Vito, with low, broad-set tail-lights and a near-flat backside with a huge tailgate, which doubles as an awning to stand under if the weather is a bit Melbourne.

The interior is typical Benz, or, in the case of the V220d, Benz on a slight budget.

The Junior is a sub-compact SUV so overall dimensions - 4173mm long, 1981mm wide and 1505mm tall in Veloce 280 guise - means interior space is limited. A family hauler this is not. You’ve got Tonale and Stelvio if you need more room. But Alfa has used the space cleverly.

The driver-focused instruments and high-set console with a performance car gear shift button layout highlight Alfa Romeo’s driving focus. Just because it’s a tiny SUV doesn’t mean it can’t feel like a driver’s car.

The seats in the Elettrica Veloce 280 are serious performance car seats - body-hugging Sabelt items with synthetic suede trim. And while they look good and the material is spot on, they are firm. Seats on regular grades will likely be comfier.

The sizeable console storage spaces include a big wireless device pad area with a pair of USB-C ports, multiple adjustable cupholders, and bigger storage bins. Large bottles will only just fit in the door cavities. Storage and amenities up front are generous. It’s a different story in the rear.

The second row lacks any air vents or door storage pockets so nowhere to store a drink, there’s no central fold-down armrest and only one USB port back there.

Rear legroom, however, is better than expected. The front seatbacks are scalloped out for more knee room. It’s no Stelvio back there, but better than expected. Still, it’s best for two adults or kids at most.

Alfa claims to have the biggest boot volume in the sub-compact electric SUV segment. It can take 400 litres of space, and there is underfloor storage. Cleverly, Alfa has included a storage space above the mechanical bits under the bonnet that houses a charging cable, freeing up space in the boot. The Ibrida hybrid swallows 415L.

With the optional eight-seat setup, it’d be hard to think of this van as impractical. And if you consider that it also has a boot capacity of 1030L in its most downsized form (and 4630L with the rear seats removed), any argument seems null and void.

The fact the boot is electrically operated, and that it has a separate tailgate glass opening section, and that you can open the boot using the keyfob – not to mention the kerbside door – just adds to the pragmatic appeal of this van.

The six rear seat backs can all be flattened down, and you can tumble them forward, too – the kerbside seats in a one-by-one motion, the driver’s side ones tumble two-at-a-time. It takes a bit of muscle to do those ones.

Essentially you can set it up as a parcel van if you want, or even as a mobile office – the rear seats can be configured to face each other, in ‘conference’ style. But you need to know that this isn’t an easy process, and once you’ve got it set how you want it, you’ll probably end up just leaving it as is.

Loose-item storage isn’t great, but at least the door pockets are large enough for some bottles and documents.

No matter which way you like it, those in the back will have good ventilation (it has a three-zone climate control system with a separate fan controller in the back above the second-row seats), and a decent amount of space. Crucially, there are no cup or bottle-holders, nor any loose item storage in the back two rows – there are mesh nets on the backrests of the very front seats, but that’s it.

If you plan to use this as a mover of smaller people, the V-Class’s child-seat anchor-point game will not disappoint. It has four ISOFIX anchors (two in each row) and six top tether points – yep, every spot in the back!

Up front there’s a problem with the cup-holder situation, too – there are two, but they’re way down on the floor, meaning it’s hard to access your cuppa on the move. In fact, loose-item storage isn’t great, but at least the door pockets are large enough for some bottles and documents. There’s a sunglass holder, too. The little media screen is a bit disappointing in its size, and the Comand controller codpiece that juts out from the centre console can take some getting used to.

Connecting and reconnecting a phone isn’t too difficult (although you have to pair audio streaming separately to phone streaming – which is weird), and there’s no extended smartphone capability such as Apple CarPlay or Android Auto. Using the navigation system is very simple, but the graphics are extremely aftermarket looking – that’s no bad thing, because Benz’s maps always looked a bit 1990s, but these ones are somewhat cartoonish.

The Junior will land in Australia at some point in 2025, with precise timing yet to be locked in. The only grade confirmed for now is the entry electric model, or Elettrica. But CarsGuide understands the hybrid, dubbed Ibrida, and the spicy Elettrica Veloce will also end up in Australia.

Alfa has not revealed Australian pricing and spec yet but expect the EV to kick off somewhere between $58,000 and $68,000.

Full international spec details have not been confirmed and it’s not clear what grades we will get Down Under.

Expect features like 18-inch alloy wheels, vinyl and fabric interior, leather steering wheel, power-operated driver’s seat with massage function, a fully digital 10.25-inch driver display and a 10.25-inch multimedia touchscreen oriented towards the driver.

Some Juniors come with 'Alfa Connected Services' with over-the-air updates and access to the 'My Alfa Connect' smartphone app that allows you to remotely open and close doors, manage charging and preheat or cool the interior.

The Junior is pitched at the growing number of sub-compact hybrid and electric SUVs that have launched recently, including the Lexus LBX, the Volvo EX30 and the related Peugeot E-2008. It will also face competition from the related Jeep Avenger when it lands before the end of 2024.

There are two V-Class models you can buy; this newly added V220d variant, at $74,990, or the high-spec V250d Avantgarde, which is listed at $87,200.

That’s a pretty huge difference, especially considering you get plenty of equipment in the lower-spec version. To get a better understanding, let’s list off what’s standard, and what you get if you fork out the extra $12,210 for the top model.

The V220d has a 7.0-inch media screen with Garmin maps, dual USB ports, Bluetooth phone and audio streaming, auto headlights and wipers, DAB+ digital radio, CD, auxiliary and SD input, electric parking brake, electric front-seat adjustment with memory settings, cruise control, colour driver information screen with digital speedometer, black leather trim and sports pedals.

There’s three-zone climate control and velour floor mats up front, too, while parking moves are made easy with the brand’s Active Parking Assist system, which can semi-autonomously park the van for you. Other niceties include front and rear parking sensors, a reversing camera, dark tinted rear glass, heated/folding/auto-dimming side mirrors, and electric side doors and tailgate (with opening glass section).

Stepping up to the V250d sees the addition of a 15-speaker Burmester sound system, ambient lighting (three colours), a higher-resolution 8.0-inch media screen with integrated Wi-Fi hotspot and online access and navigation with live traffic updates, a 360-degree surround-view camera, adaptive cruise control, illuminated door sills in stainless steel, a rear parcel shelf, 18-inch alloy wheels, anodised roof rails, a body kit, chrome exterior trimming, LED adaptive headlights with automated high-beam and LED daytime running lights, and tyre-pressure monitoring.

There’s some separation between the two in terms of engines as well – see below for more detail on that.

And for a little bit of context, there are no other luxury-branded people-movers out there. Buyers may consider alternatives like the Volkswagen Multivan Executive at $83,390 (wait, how much?), but in all honesty, if you can forego the badge and just want space for your money, the Kia Carnival Platinum ($61,290) offers a considerably better value equation.

The car we tested had the optional roof rails ($649) and parking system with surround-view camera ($616) fitted, and was an eight-seat model rather than a seven-seater, which adds $1346 to the price.

From launch the Junior will be offered as a hybrid and as a BEV. And the Elettrica comes in two states of tune.

The regular or entry-level Elettrica delivers 115kW of power and 260Nm of torque.

The performance-focussed Elettrica Veloce 280 we drove gets 207kW and 345Nm, allowing for a zero to 100km/h dash time of 5.9 seconds.

The ‘plugless’ hybrid version combines a 1.2-litre three-cylinder 48-volt assisted turbo-petrol engine with a 21kW electric motor housing a six-speed dual-clutch transmission, producing a combined output of 100kW and 230Nm.

All grades are front-wheel drive for now but Alfa’s 'Q4' all-wheel-drive system will be rolled out eventually.

The Veloce adopts a sports suspension system, with MacPherson set-up up front and torsion beam at the rear. The sporty grade also gets a mechanical self-locking differential as well as front and rear anti roll bars plus sportier brakes.

Both the V220d and V250d are powered by 2.1-litre turbo diesel engines, but in differing states of tune.

The V220d has 120kW of power and 380Nm of torque, while the V250d pumps out 140kW and 440Nm. Those figures are decent given the capacity of the engine, and to help keep fuel use down it has stop-start, sadly it’s a bit grumbly and overactive.

Both run seven-speed automatic transmissions and are rear-wheel drive. The Benz vans have strong towing capability, with an unbraked towing capacity of 750kg, while it can deal with braked trailers up to 2500kg.

All electric Juniors come with a 54kWh lithium-ion battery offering a driving range on the WLTP cycle of up to 410km for the Elettrica and up to 334km for the Elettrica Veloce 280.

Using a 100kW DC fast charger, Alfa says it takes less than 30 minutes to charge the batteries from 10 to 80 per cent. Energy consumption is around 15kWh/100km for the Elettrica. Consumption figures for the Veloce are yet to be confirmed.

The hybrid sips between 4.9 to 5.2 litres per 100 kilometres on the combined cycle.

Mercedes-Benz claims that over a mix of urban and highway driving, the V-Class will return 6.3 litres per 100km, no matter whether you choose the V220d or the V250d – which is pretty good given the thing is long (5140mm), wide (1928mm) and relatively heavy (almost two tonnes).

Over a lengthy drive in the V220d – some of it on a twisty mountain road, some in stop-start traffic, most on the freeway – I managed 7.2L/100km. This will rise with added bodies, but not by much.

As mentioned, we only drove the Junior on circuits at Alfa’s Balocco proving ground near Milan. The time in the car was limited and we drove a pre-production version of the top-spec Elettrica Veloce 280.

The great thing about Balocco is that it has a variety of road surfaces and loops with a mix of road surface conditions. Alfa has used it for decades to test all of their models and even some Formula 1 cars.

Alfa assured us one of the circuits - Langhe - has never been used by media before. Over 20km it reproduces the mixed hilly routes from Italy’s Piedmont region and the company opened it up to journalists for this event.

Anyway, these drive impressions are high level and we will tell you more when we drive it in Australia next year.

But first impressions are strong.

The usual electric vehicle responsiveness is there in spades. Smooth, brisk acceleration from a standing start or at speed is smile-inducing, without being (unnecessarily) neck-snappingly quick.

One of the first things I notice pulling onto the Balocco track is the steering. Alfa Romeo is known for ultra-sharp, lightweight, yet connected steering and they have engineered it into the Junior. It’s an absolute hoot to steer.

The grippy Junior Veloce holds the road well, with no hint of understeer and very little body roll. Stellantis engineers have done a bang up job on the chassis and suspension because the Veloce eats up tight bends.

The Junior Veloce 280 weighs in at just 1590kg, which is light for an electric car. And it feels it on the undulating parts of the circuit.

It also manages to avoid the dreaded bottom-heavy floatiness you find in so many EVs. A quick succession of dips and rises could not disturb the Alfa’s progress.

Ride quality is also impressive, and Balocco has some nasty surfaces to contend with. Let’s see how it goes on Australia’s poor quality roads, but so far, so good.

There are so many EVs on the market that lack personality and feel exactly the same to drive as their rivals. But the Junior has loads of charisma and, importantly, it drives and feels like an Alfa.

My drive saw me chauffeur my partner and our dog down to Cooma, where we then took my parents down the coast. We put the V-Class’s flexible seating to the test, as we had to buy a massive bathtub and bring it back with us. This proved that, although this thing is a luxury van, it can also be a hugely practical delivery van.

The comfort on offer was perhaps the biggest advantage for my passengers – with superb suspension composure, ride comfort and body control, the V-Class is like a big boxy limousine.

It won’t set your heart racing in corners as there’s quite a lot of body roll to contend with, but the steering is direct and very nicely weighted, making for easy progress whether you’re piloting it down a mountain pass or dealing with roundabouts or parking lots. The turning circle is small, which in turn makes the van feel smaller than it actually is.

The brakes can feel a little numb underfoot, meaning you might find yourself pushing a little harder on the pedal than you think you ought to. The response is good, though, even with weight on board.

The extra, effortless grunt of the V250d would be advantageous.

What was a little surprising was a lack of torque at higher speeds for overtaking moves. On a slightly sloping country back road with four adults on board, I expected there to be well and truly enough for a quick overtaking move – but the drivetrain didn’t quite have the grunt to get the job done. At least, not in the Comfort drive mode.

By using the ‘Dynamic’ drive selector and choosing Sport mode, there was extra push on offer – the gearing changed, and so did the throttle response – and that made overtaking moves a little easier. But still, the extra, effortless grunt of the V250d would be advantageous, and I know I wouldn’t like having to play with the drive-mode switch every time I overtook. Just leave it in Sport mode? You’ll pay the price on fuel use.

Around town the seven-speed auto went about its job really well, offering smooth shifts in all situations. The transmission can clunk when you engage park or shift to reverse, though, which isn’t overly premium, and there is some turbo lag that you’ll have to remember when you prepare to take off from traffic lights. Another thing that didn’t necessarily persuade my passengers of the premiumness on offer was the fact that the kerbside door leaked when it was raining. Not good.

Given the Junior is only just launching in Europe in the coming months, it hasn’t been tested by Euro NCAP or ANCAP for crash safety.

Full safety specification is yet to be detailed, but Alfa has fitted the Junior with a raft of advanced driver assist features like ‘Intelligent Adaptive Cruise Control’ and lane centering systems, a front camera, traffic sign recognition and a speed control system all combining for Level 2 semi- autonomous driving.

The V-Class has been awarded the highest possible ANCAP crash test score of five stars – it achieved that in 2014, based on a EuroNCAP score that was put through local screening.

It has plenty of safety kit to keep your mind at ease – whether you’re a driver or passenger.

There are six airbags, including full-length curtain coverage, and the V-Class has a reversing camera with dynamic guide lines, an adaptive electronic stability control system (ESP) with load sensitivity and cross-wind assist, rollover mitigation, trailer-sway control (when fitted with a genuine Benz towbar), hill-hold assist, flashing brake lights under emergency braking and driver-drowsiness detection.

There are other handy features, including auto headlights and rain-sensing wipers, auto-dimming interior and exterior mirrors, forward collision warning (not AEB), blind-spot monitoring, lane-keeping assist (but not with steering intervention).

You’ve got spend up to the V250d to get the adaptive cruise control system, but there’s still no AEB on that variant.

All Alfa Romeo models in Australia are covered by a five-year/unlimited kilometre warranty, which is standard for the premium segment.

There’s no indication yet of servicing prices or battery warranty for the electric version.

Mercedes-Benz Vans backs the V-Class with a three-year/200,000km warranty plan, which is good.

The company has also introduced a new capped-price servicing plan for the V-Class, with maintenance due every 12 months or 25,000km, whichever occurs first. The fact the distance intervals are so far apart could be a bonus for business operators, but the costs are high: the first service costs $556, then the following two visits will set you back $1112 each time. Yikes.

A longer capped-price plan with lower prices would make this van a lot more attractive to business owners. A Kia Carnival could make a lot of sense in that regard, too – even business operators get a seven-year/150,000km warranty with a seven-year/105,000km capped-price plan, and the same cover for roadside assist.