Tested: 2025 Alfa Romeo Tonale PHEV

Yahoo

07-04-2025

A gas-electric SUV like the 2025 Alfa Romeo Tonale PHEV sounds promising on paper. There's enough electric range for most commutes; it does zero to 60 in under six seconds, offers standard AWD, and is fitted with sophisticated active dampers. The signature Alfa trefoil grille is present. So are some intricately designed wheels, a chrome-tipped dual exhaust, and the same column-mounted paddle shifters you'll find in a Giulia Quadrifoglio. But all the window dressing and specs aside, the Tonale's underpinnings trace back to the less-than-exotic Jeep Compass.
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Alfa Romeo offers a traditional 2.0-liter turbo engine for the nonhybrid Tonale, but the Tonale PHEV uses an odd-duck powertrain that combines a 1.3-liter turbocharged inline-four that drives the front wheels with an electric motor on the rear axle, making it all-wheel drive. Working together, the engine and motor deliver a combined peak of 285 hp and 347 lb-ft of torque, allowing this approximately 4130-pound SUV to accelerate with the level of excitement expected from an Alfa.
But the split powertrain creates some strangeness. Drive passes to the front axle through a six-speed automatic gearbox, but as the only electric motor sits at the back, the Tonale PHEV is rear-wheel drive in its electric-only mode. While a 15.5-kWh battery pack provides up to 33 miles of EV-only range, performance is also limited by the electric motor's 121-hp output working against a relatively heavy car.
Vehicle tested: 2025 Alfa Romeo Tonale Tributo Italiano eAWD
Base Price: $53,990
Price as tested: $58,125
Location: Royal Oak, Michigan
Engine: 1332cc turbocharged inline-four, single electric motor
Power: 285 hp (total system peak)
Torque: 347 lb-ft (total system peak)
0-60 mph: 6.0-sec
Transmission: 6-speed auto, all-wheel drive
Weight: 4133 lbs
EPA MPG: 77 MPGe
As befits an Italian car, the Tonale's powertrain makes the most sense when the driver's foot is against the firewall and the engine and electric motor are working together. Alone on either account, the individual parts are a letdown. The tiny four-banger is buzzy, and the Tonale doesn't have enough sound deadening to filter out its vibrations. I quickly discovered it needs revs to provoke any meaningful acceleration, and the six-speed auto holds gears for longer than my ears wanted to listen to its industrial soundtrack.
Conversely, driven in the Tonale's electric-only mode—"A" on its DNA dynamic selector—the SUV's acceleration felt dreadfully slow. Even when trying to travel exclusively on battery power, I'd often accidentally cause the gas engine to fire up by pressing too hard on the accelerator in an attempt to find some acceleration.
Our test car was the Tributo Italiano special edition, wearing relatively enormous 20-inch wheels and rubber-band-like Michelin Pilot Sport 4 all-season tires. The oversize wheels were no friend to the reality of American roads. Impacts on uneven concrete were jarring in the stiffest suspension setting. This Alfa may trace its roots to the humble Jeep Compass, but its chassis has none of the sop and plushness baked into the Jeep.
At least Alfa makes use of the active dampers to help soften the ride up at the press of a button in the DNA selector, which makes it possible to keep the aggressive Dynamic powertrain settings but take some iron out of the suspension.
Sadly, my hopes that the Tonale's flinty chassis character would translate to sharp handling were soon dashed. This is a crossover that drives around like it's on tippy-toes everywhere. Turn-in is quick from the fast steering rack, but there wasn't even the slightest hint of road feel through the wheel. Body roll did not feel excessive on the street, but stability control stepped in early and hard when I started to build up lateral g-forces, tugging the car back midcorner even when there was little discernible reason to intervene. The Tonale will deliver speed, but it doesn't feel as if it enjoys the process.
The Alfa's friction brakes use large Brembo four-piston calipers in front, but the blend between regenerative and mechanical braking felt generations behind. Most sporty or performance-oriented hybrids offer a smooth transition in pedal feel, one that is often almost impossible to detect. Not the Tonale, which has a weirdly soft top of the pedal that brings very little deceleration, then a stiff second portion that doesn't take well to modulation. On the plus side, I never ran short of braking power, despite ragging on the little crossover as if it was wearing a Quadrifoglio badge.
Alfa deserves some credit for making both the engine and electric motor behave as one motive force when asked to deliver their all. There's no scrabbling for traction from the front, as the electric motor keeps up just fine in the rear. The inline-four's buzzy nature gives way to a smoother exhaust note in the higher rpm range, but it's still nothing to get excited about. And despite those massive paddle shifters being present (and getting in the way of the turn-signal stalk), the six-speed's lethargic response to manual shifting discouraged their use. Thankfully, the "D" drive mode's shifting logic holds gears and downshifts under braking smartly. And when I was caught out in a higher gear, the electric motor's torque was always on tap for a quick burst of forward acceleration.
The Tonale is the most livable and tech-friendly Alfa with the largest back seat and a competent infotainment system. This Tributo Italiano special-edition model classes up the already premium interior further with red stitching, a carbon-fiber-look trim, and "Tributo Italiano" embroidered on the headrests. The ambient lighting on the dash with the Alfa logo backlit is its marquee piece, but overall the cabin still struggled to justify what is a nearly $60,000 price.
Unlike the Stelvio and Giulia, which use an Alfa-specific infotainment system (which could be politely termed hot garbage), the Tonale uses Stellantis's familiar UConnect 5. It's a breath of fresh air to have tech that doesn't suck in an Alfa for once. Wireless Apple CarPlay and Android Auto work flawlessly, and the native infotainment is one of our favorites. The only frustration is how easy it is to mistap the smaller icons when you're on a rough road with the Tonale bounding around as it does.
Some real Alfa goodness is found in the front seats, which are well bolstered but not too confining. The steering wheel doesn't fall into the common performance-car trap of being too thick and is ergonomically well placed and wrapped in nice-feeling leather. Alfa does well to supply physical buttons for most climate functions but falls short for the heated seats by leaving control of these, annoyingly, to the touchscreen.
Strangely, the Tonale has a much more spacious back seat than the Stelvio, despite being about six inches shorter in overall length. The utility wins over the Stelvio continue with significantly more cargo space behind the rear seats, even though the Tonale's battery pack is stuffed into the floor in the center of the vehicle.
Frankly, you should not. If you want to buy an Alfa Romeo SUV and enjoy a rewarding dynamic experience, then skip right past the Tonale and over to the larger Stelvio. Putting a plug-in hybrid powertrain into a small crossover is an impressive technical feat that few of Alfa's competitors care to offer, but the overall execution is lacking—the Stelvio is leagues more fun to drive, with the Tonale's only upside being its ability to cut gas costs. Is that the top priority for most Alfa buyers?
The Tonale PHEV doesn't play the value game well, either, with its base starting price only about $3000 less than the Stelvio's entry point. Fully equipped like my $58,125 test car, the price advantage is negated. Of course, leasing could well sweeten the deal, with the possibility of the federal EV tax credit that is not available to those buying outright.
Yet the Tonale PHEV's price is, honestly, less of a problem than other more glaring issues, like the underpowered electric motor, awkward proportions, and compromised driving experience. It felt particularly underwhelming given the knowledge of how stupendous Alfa's larger Giorgio-platform vehicles are. The BMW X2, Mercedes-Benz GLB, or Volvo XC40 all offer a superior luxury experience for a similar price. And unfortunately, this Alfa isn't one that can counter other arguments through stunning design or scintillating handling.
Impressive 33 miles of electric range, enough for most daily use.
Interior tech is the best of any Alfa.
More interior space and better utility than the Stelvio.
Both the electric motor and gasoline engine are anemic when working alone.
Subpar handling, poor ride on rough roads.
Poor transition from regen to friction braking.
The classic dial display option for the digital instrument cluster is a nice throwback touch, and you can still put a digital speedo right in the center. Alfa reaching back to channel its heritage in a creative fashion makes you smile when you hop in the driver's seat, and the Tonale needs every ounce of charm it can get.
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