We’ll get on with the new tech in a moment, but first we have to talk about the powertrain. It is, in a word, superb. The 2.9-litre, twin-turbo V6 remains unchanged, with 510PS (374kW) and 600Nm (444lb ft) of torque, and is, to my mind, the most exciting six-cylinder turbo around. It’s better than many turbo V8s as well. There’s loads of torque, you’ve got power all the way to the 7,000rpm redline, and as you steam your way up through the rev range the noise is truly intoxicating. What’s more, you don’t have to be right up the limit to enjoy the engine, as even at slow speeds the exhaust is singing a happy, authentic tune.
There are four drive modes, as before, namely Advanced Efficient, Natural, Dynamic and Race, the former offering up the Quadrifoglio Lite (the engine’s response is dialled way back and the exhaust is quiet until the final 1,000rpm) and the latter turning off all the traction and stability controls to leave you properly on your own. In Race the exhaust valves are open from idle, too, which means you’ll be leaving the windows ajar and revving the engine out more than you really need to… You can even buy an Akrapovič titanium piped, carbon-tipped exhaust now for £3,250, too, although the standard soundtrack is delicious enough.
The eight-speed automatic gearbox is smooth in auto and, when you start using the paddles, responsive to your inputs and mighty fast on the way up and down through the gears. The creep as you set off, however, is often very aggressive, and you’ll sometimes feel the gearbox surge unnaturally if you use the paddles to shift with less than full throttle.
Braking performance comes from 360mm steel discs up front and 350mm disks at the rear, while bigger, thicker and lighter (17kg overall) carbon discs are available for an extra £5,500. Unless you’re going to be doing track days you won’t be left wanting if you opt for steel.
As for the chassis itself, the Giulia Quadrifoglio, despite its 510 horses, isn’t scary to drive with gusto. Yes, it’ll certainly dump an awful lot of adrenaline into your system, but when the rear tyres do let go there’s no mad struggle to get the car under control. What’s more the suspension flows with the road very well (the adaptive dampers mean you’ve got suppleness but also control at all times, and a harder edge when you really need it), there’s plenty of grip front the front end, and the steering is fast and light without making the car feel nervous.