This is one of the finest four-cylinder diesels available, with lively acceleration from 1500rpm all the way to 4500rpm before it begins to tail off. From rest we hit 60mph in 9.0sec, just 0.3sec slower than Alfa claims for the 2.0 petrol JTS.
But on the road the JTD always feels quicker: it might be down 17bhp, but it produces 73lb ft more twist at 4000rpm, 1250rpm lower than the peaky JTS.
At 70mph in sixth you’re sitting at peak torque, so overtaking is a breeze and engine noise is far from intrusive – particularly when it has healthy competition from wind and tyre roar. The engine is impressively refined yet characterful; stir the gearbox and the gruff yet eager note has the rorty edge of twin-cam Alfas of old.
The GT’s ride is a substantial improvement over that of recent sporting Alfas, though it is still far from perfect. Around town reactions to surface imperfections are harsh. This is partly due to the optional 17-inch rims on our test car, but the way they fill the wheelarches leads us to suspect most buyers will opt for them.
Pick up speed and the ride evens out. It’s always firm, but far from uncomfortable and isn’t upset by country roads. Revised damper settings, stiffer anti-roll bars and softer springs ensure that the bodyshell doesn’t pitch and dive alarmingly on an undulating route.
With just 2.2 turns lock to lock, the speed-sensitive power steering is Evo-quick, accurate and nicely weighted. There’s huge front-end grip, and the GT feels lighter and more nimble than a BMW 320 Cd, though it lacks that car’s sophisticated ride and reassuring balance.
Alfa’s Vehicle Dynamic Control can’t be fully switched off, but it’s unobtrusive and cuts in late, and there’s more opportunity for adjustment on the throttle than you’d expect. The GT is not a car for lurid tail slides, but back off in a corner and the nose quickly tucks in to resist understeer.
