This small Alfa has great highlights, but its market position is tricky, especially with a starting price of $48K that climbs to $60K for our nicely equipped Tributo Italiano edition
3 hours ago
PROS ›› Appealing styling inside and out, accurate steering, sharp handling, good performance, snappy and easy to use infotainment CONS ›› Price brings it too close to the larger Stelvio, noticeable turbo lag, cramped interior, small cargo space, some hard plastics in the cabin
Just about every brand under the Stellantis umbrella has a singular vehicle with a lot of weight on its shoulders right now. For Alfa Romeo, that car is the Tonale. When it launched back in 2022, the automaker said it hoped this compact-sized crossover would help it double sales. Initially, that’s exactly what Alfa Romeo managed to do.
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It was up 57 percent globally through the first half of 2023, though it didn’t reveal what its sales mix was among models. That winning streak hasn’t continued though. Mid-way through 2024, Tonale sales were truly struggling. Less than 1,000 people in the USA bought one. One might think that our previous reviews might explain why. Neither time we piloted one did it really impress us.
Sure, it has phone-dial wheels, some pretty awesome paint options—especially for its class—and an attractive face. But when we tested the European-spec Tonale, it was equipped with a 158 hp 1.5-liter turbocharged four-cylinder engine. Now, we’ve got our hands on a U.S. market version, featuring a 1.3-liter plug-in hybrid powertrain and no less than 285 hp, specifically in the top-spec Tributo Italiano edition. Our previous complaints centered around the need for more power. Now that we’ve got it, will the Tonale finally wow us? Read on to find out.
QUICK FACTS
Alfa Romeo now offers just a single 2025 Tonale trim to keep things simple. It comes with a 1.3-liter four-cylinder engine mated to a six-speed automatic gearbox. That front-wheel drive system is supplemented by an electric motor mounted to the rear axle.
Combined, the two power sources make 285 horsepower (212 kW) and 347 lb-ft (469 Nm) of torque. According to the EPA, the powertrain will get up to 29 mpg both on the highway and in the city. On top of that, it’ll go 33 miles on electric power alone when fully charged. During our time with the car, it achieved just shy of 29 mpg combined.
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Interestingly, this is the same general powertrain one will find in either of the top two Dodge Hornet trims where it actually makes more power. According to Dodge, the Hornet, essentially a re-badged version of the Tonale, makes 288 horsepower (214 kW) and 383 lb-ft (518 Nm) of torque when using the “Powershot” button.
Will this seemingly middle ground in the Tonale be the Goldilocks zone? To determine that, we tested it over the course of a week as though it were our own. We drove it into the twisty roads of northern Arkansas, over vast swaths of highway, and around residential neighborhoods as well.
Italiano Interior
Alfa Romeo fans will immediately recognize the layout of the Tonale. The steering wheel, paddle shifters, gauge pods, and dash design mimic other cars in the family. The pieces that matter most provide the right experience.
The Tonale employs real aluminum, microsuede, and leather throughout the cabin and they all feel great. In a world of plastic paddle shifters in cars that really shouldn’t have them, the ones in the Italian crossover at least feel appropriate for a car with the Visconti Serpent on the front.
On the other-hand, it does have several hard plastic parts in the cabin and it lacks some of the color contrast we’re used to in high-end SUVs. At the same time, some components clearly improve the experience.
The seats are supportive and well-bolstered. The dash features a cross-hatch pseudo-carbon-fiber pattern that glows bright Alfa Romeo red at night. The switchgear itself feels good to use too and I love how both front passengers basically have their own media volume dial.
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The infotainment system is snappy, easy to navigate, and looks great. Other notable touches, like the Tributo Italiano wordmark stitched into the headrests, look great too. Some of this stuff is fun and some of it feels premium.
Photos Stephen Rivers/Carscoops
Still, this isn’t exactly a spacious cabin. That’s not necessarily a bad thing as most Italian cars aren’t super spacious but in this segment, it’s a key component of design. The rear seats don’t house people above six feet tall very easily. We’d also love to see a bit more bolstering in the rear seats. Their current design is very flat which is comfortable on long straight roads but the contours don’t grip occupants well in corners. Due to the roof and C-pillar design, the car can feel a bit cave-like too.
The cargo space in the Tonale is somewhat limited too. There are only 23 cubic feet behind the second row, which places this car behind the subcompact Chevrolet Trax (25.6 cubic feet). At the same time, I like the passthrough in the rear seats which is easily leveraged from both the rear seats or the cargo area.
Drive Impressions
Having tested the Dodge Hornet the week before the Tonale showed up, I was eager to feel the difference between the two powertrains. I knew that chances were high that I’d like just about everything the Tonale had to offer based on the Hornet. Once again, I was delighted with accurate communicative steering, good body control, and above-average braking power and feedback.
Visibility in the Tonale is great too. It’s easy to see where you’re planting each front tire and the chassis and suspension allow this car to hit one’s intended line every time. Unlike the Hornet GT, the Tonale comes with adaptive dampers which basically go from slightly stiffer than in the average car to very stiff. Frankly, I’m a fan and think that if you’re buying this sort of car, you’ll likely enjoy it too. They’re not overly sharp but they do provide a slightly flatter handling profile.
The issues I had with the initial tip in throttle response on the Hornet were also a thing of the past. The Tonale is happy to react more quickly, but it’s not problem free either. Where the Hornet struggles with that first split second of acceleration, the Tonale feels like it has almost old-school turbo lag. It’ll roll off of the line as requested but then building real speed takes another moment or two.
In fact, it was no quicker than the Hornet from 0-60 mph (6.6 seconds). Perhaps the surface didn’t amend itself to faster times or the lack of a topped-up battery slowed it down. Alfa Romeo says this car should do that sprint in about 5.6 seconds, so perhaps there was simply an issue with our testing protocol. In any case, the reality is that 0-60 runs probably aren’t going to be a part of your everyday commute.
Where everyday driving is concerned, the Tonale is very rewarding. It passes cars on the highway without issue, feels nimble in traffic, and is incredibly easy to park in tight spaces too.
Competitors And Pricing
While cars like the Giulia and Stelvio are more specialized within their segments, the Tonale faces a broader range of competition. This includes the BMW X1, Audi Q3, and even the badge-engineered Dodge Hornet. When stacked against these rivals, the Tonale is clearly struggling. In fact, despite what Dodge likely considers disappointing sales for the Hornet, it outsells the Tonale by a ratio of more than 10 to 1.
This shouldn’t be that surprising, as it’s considerably more affordable, at $31,400 for the base Hornet GT that still puts out a pretty respectable 268 hp – and that makes it a much better value for money proposition. Even the Hornet R/T, with the same powertrain as the Tonale, has an MSRP of at $41,400, seriously undercutting its Italian sibling.
However, these aren’t the only issues. This is one of those situations where “the call is coming from inside the house,” as the $46,035 Tonale Hybrid (or $48,030 with the pricey $1,995 destination fee) is uncomfortably close to the larger Stelvio, which starts at $48,995 ($51,195 with destination). In fact, our test model—the only other trim available, called Tributo Italiano—starts at an even higher $52,730 ($54,725 with destination), which feels downright ridiculous for such a small crossover.
If you’re willing to spend the MSRP of our test car—grab onto something, because it’s $59,630!—then you’re officially in base Porsche Macan territory. Let’s be real here. Alfa Romeo’s target market isn’t full of pearl-clutchers who dread excessive fuel usage. It is however full of people who love classic Alfas and current Quadrifoglio models. Those folks probably prefer rear-wheel-drive-biased vehicles when they can get them. That’s what they get with the Stelvio (along with more space and practicality) for not much more money.
The Verdict
In the end, the 2025 Alfa Romeo Tonale finds itself in an interesting, if somewhat precarious, position within the brand’s lineup. While it brings a distinct Alfa Romeo identity to the compact luxury SUV market, complete with unique Italian styling cues and spirited handling, it faces stiff competition both from rival brands and even from within Alfa’s own stable.
The Tonale’s driving dynamics – crisp steering, balanced chassis, and adaptive suspension – are a highlight, but so are its limitations, including a somewhat laggy power delivery and a tight cabin that doesn’t quite keep pace with rivals on practicality.
All in all, the Tonale is a charming, well-equipped entry with strong character and styling that will appeal to some, but maybe not enough to win over the broader audience Alfa needs. For those who value the Alfa Romeo brand’s heritage in an urban-friendly package, the Tonale remains a refreshing choice, even if it’s a bit overshadowed by its bigger sibling. It’s an SUV that feels uniquely Italian in both its strengths and quirks – an ideal choice for buyers looking to stand out in a sea of more conservative alternatives.