4C

Alfa Romeo 4C

Alfa Romeo 4C tester från andra källor

2016 Alfa Romeo 4C Spider Review – Italy’s bad-attitude baby supercar • 10 July 2016

The 2016 Alfa Romeo 4C Spider has a secret. It’s not particularly good at keeping it either. You see, this is a car that honestly doesn’t care if you have a problem with its ‘lack’ of power steering (demanding strength beyond strength when parking), or its ultra-wide door sills (that require you to fold your body like a jackknife to slide behind the wheel), or even its miniscule trunk (truly just a plastic bin tucked behind the motor that’s barely big enough to store the fussy fabric roof that you need to snap-and-tug on and off all on your own). The Alfa Romeo 4C Spider’s general lack of interest in the tastes of the driving public at large are at once its greatest strength and its most crippling weakness. Without a doubt, this ultra-lightweight roadster is one, if not the most thrilling two-seater under $100,000 that you can buy today. It’s also aimed at a very specific, perhaps non-existent audience of hardcore performance junkies willing to sacrifice the veneer of civilization that other sports cars in its price range have to offer in the name of its gorgeous design and uniquely thrilling personality. Almost everything about this topless sequel to last year’s Alfa Romeo 4C coupe stands out from the crowd, starting with the carbon fiber tub that surrounds the cabin and necessitates door sills wide and flat enough to mount rocket pods on, causing you to awkwardly lunge in and out of the car as though gravity had ganged up with perspective to play some cruel trick on your senses. As inconvenient as it may be, the tub helps keep the 4C Spider’s weight down around 2,500 lbs, a remarkable achievement for any modern automobile (and one that is equaled only by Mazda’s more modest roadster, the MX-5 Miata). Once ensconced inside the car, you’ll quickly discover that Alfa Romeo’s ergonomics team was clearly only interested in keeping your gaze locked on the road ahead and your mind focused on the task at hand – that is to say, driving. Seat adjustability gets you closer or farther from the steering wheel, with a smidgen of rake thrown in to mollify taller individuals, but strangely, bolstering is minimal. An Alpine stereo deck is stuffed into the dash like an afterthought, a USB port hangs from underneath where you’d find a glove compartment on a ‘normal’ vehicle, and the automated manual transmission presents a four-button array splayed out on the center console that will confuse each and every valet unfortunate enough to pull Alfa duty. Forget a navigation system, because you’re already there. You’re driving. Turn the (actual, physical) key in the ignition and the basic nature of the 4C Spider’s interior presentation is immediately wiped from your mind by the wave of repressed anger and furious aural energy unleashed by the 1.75-liter turbocharged four-cylinder engine. I’m not exaggerating when I say this is the best-sounding 4-cyl you can buy right from the factory, largely because the Sport exhaust on the options sheet entirely deletes any form of muffler from the equipment list. Even at idle, it stirs the blood to the point where mothers passing by on the sidewalk instinctively tug their children away from the car, neighbors instantly write off your friendship forever, and the attention of the local constabulary expands to include all but motorcycle cops, who simply give you the thumbs up on their way by. A rush of expended hydrocarbons isn’t the only sound that greets you once you’ve fired up the hyperactive turbo mill. For reasons unknown, Alfa Romeo has also outfitted the 4C Spider with a piercing, high-pitched buzzer tuned to perhaps the only frequency capable of cutting through the cylinder chatter directly behind your head. Turn the car on – it chimes. Put it in reverse – it chimes. Get within 15 feet of an obstacle while parking – the banshee screech sounds loudly, then soft, then loudly once more. Face it: you’re in an on and again / off-again relationship with the 4C’s parking sonar, and you better figure out why it’s mad at you before you try slipping into the spot you can barely make out through the Plexiglas portal positioned between the car’s two blind-spot humps. One would expect a car as primal as the Alfa Romeo 4C Spider to offer a traditional manual transmission, but instead it’s equipped with an intriguing dual-clutch automated manual unit that is controlled via the previously-mentioned console buttons in conjunction with steering-wheel mounted paddle shifters. The preferred modus operandi is as follows: once running, ignore the piercing buzzer, hit the ‘1’ button to select first gear, release the parking brake, push the ‘A/M’ button to put the car in manual mode, and then pounce on the accelerator. There’s no ‘creep’ built into the DCT – the car will roll forwards and backwards on a hill, just like most manual gearboxes with the clutch depressed – and there’s enough play in the programming to toy with the throttle and enhance the tailpipe symphony with the vehicle in gear without the danger that you’ll rocket into the vehicle sitting in traffic in front of you. Should you wish to go for launch – well, you’d better hang on. In full flight, the 2016 Alfa Romeo 4C Spider’s 237 horsepower and 258 lb-ft of torque are a bit of a handful, squirting the car forward with glee and challenging you to keep up with the pace of its engine racing to the redline, where it helpfully barks and squawks against its limiter until you pull back on the right-hand paddle and send it sprinting through the next ratio in its six-speed box. Watch for the flash of yellow on the LCD gauge cluster, time your Playstation-honed fast-twitch finger muscles right, and you’re looking at a race to 60-mph in the low four-second range. Once you’ve gotten straight-line speed out of your system, however, you’ll be primed to discover what the 4C Spider was really intended to do, and that’s shred your local canyon road / country-lane / race track with a level of smooth confidence equivalent to what you thought you had at your college mixers. Select ‘Dynamic’ from the vehicle’s drive mode toggle (it’s there beside ‘Normal’ and ‘All-Weather), and you’re treated to the most responsive version of the Alfa Romeo’s transmission and throttle, which are a perfect complement to its firm but not overly-stiff suspension tuning and, of course, the supreme feedback of its unassisted steering rack. On a road course, I was shocked by how well the Alfa Romeo 4C Spider flowed through the corners, connecting one apex to the next with an elegant poise one would not expect from the frenetic nature of its power delivery. The 4C Spider doesn’t so much rotate in a corner as pirouette, teasing you with the balanced nature of its mid-engine chassis while still offering the availability of power oversteer should you enter too hot. What surprised me most during my session at Autodrome St-Eustache was how the 4C’s speed after exiting the tight esses leading to the track’s bowl turn was almost identical to its velocity at the end of the long front straight – the point at which one must brake to enter that very set of S corners. I’ve never driven a vehicle at ASE that’s been able to make that match before, and it only added to my delight in flogging the Spider. It’s tempting to say that I’ve never piloted a car in any situation that’s quite like the 2016 Alfa Romeo 4C, but that’s not exactly true, because if I really think about it there’s a parallel to be made between FCA’s latest roadster and a very special – and equally-unusual – car that debuted roughly 25 years beforehand. In my mind, the 4C Spider feels much like a first-generation Dodge Viper R/T 10, only loaded with more technology. As with the original Viper before it, the 4C Spider demands a lot from the driver but rewards those with the intestinal fortitude to go against the grain with an experience that cannot be duplicated by any of its peers. There are certainly quicker and better all-around options at or below the $65,900 asking price of the Alfa Romeo – in fact, almost every sports car could be said to be more practical and easier to live with, long-term – but none of them are the 4C Spider. Whether that matters to you or not will go a long way in deciding just how many of these rough beasts, their hour come round at last, will find their way to customers across the country who are determined to vex their neighbors to nightmare and soothe their own high performance passions.

Auto Express • 4 March 2016

Alfa gives 4C sports car more appeal with drop-top roof, but same problems remain

Mashable • 16 January 2016

Mashable Choice highlights the best of everything we cover, have experienced first-hand and would recommend to others. Alfa Romeo's 4C Spider is a simple road machine that will make you both hate and love it -- all at the same time. The bright side of 4C ownership is rural weekend drives. Though silver wheels might pop more but the graphite wheels give it a more sinister look. Even with a light dusting of snow on the ground and the roof removed, I remained warm in the 4C Spider. The tail of the 4C is a bit Ferrari F12-like. There's good reason; Ferrari and Alfa are both owned by Fiat. Seriously. This is one of the best-looking cars on the road today. The front hood thing is locked, so we might never know what lurks behind the Alfa Romeo logo. I've never seen rounded wheel designs work so well. Luxury-minded buyers might be disappointed with the 4C Interior. Notice the lame Alpine stereo head-unit. Only room for two, but they have infinite headroom. There's the raucous 1.75-liter turbocharged four-cylinder. The trunk has one, too. Recently, I wrote that the 2016 Mazda Miata was all about connect

New Atlas • 30 November 2015

There are few things as satisfying as driving a car that has no doubts about its purpose. The Alfa Romeo 4C is a race car made for the track lover who would prefer not to haul the car to the track on a trailer. It is, in short, a street-legal track car. It knows this and revels in it. For two days, an Alfa Romeo 4C Spider was mine to play with. It arrived early in the morning on a Monday, driven by a shaken delivery driver who quickly abandoned it to jump into a Toyota truck and its familiar comfort zone. After he'd left, I and my four year-old daughter walked around the little car for our first inspection. She eyeballed the color (Rosso Competizione Tri-Coat) as I looked over the tires (Pirelli P Zero 3-season AR Racing). She poked at the twin exhaust ports as I considered the air intakes on either fender. Then we opened the door. The interior was black leather and microfiber seating with carbon fiber to be seen everywhere else. The entire car is carbon fiber and aluminum. The frame, body, and so on are all carbon fiber, and looking into the 4C leaves no doubt about that as Alfa Romeo did nothing to hide it. Black and gray is everywhere, with thick door sills and tub-like floor pans. Underneath, mostly hidden from view, are the aluminum bits working as some of the supporting body frame and suspension. Lifting the rear hatch, I latched it into place and picked up my daughter so we could look inside. What greeted us was a mid-mounted 1.7-liter four-cylinder turbocharged powerhouse covered in piping and airflow management gadgets. The two-piece manifold gives a true dual exhaust for the little car, and a concession to American opulence was seen in the tiny air conditioning compressor jammed into the engine bay. On the right (passenger's) side of the car, the large intake opening at the fore of the rear quarter pulls in air for the manifold and other goodies. To the left (driver's) side, its twin opening pulls air through the radiator. Behind the engine is a carbon fiber tub moulded into the body structure that makes the, for lack of a better description, "cargo space" in the Alfa Romeo 4C. This massive 3.7 cubic feet (105 liters) of space is enough to hold a red bag with a car cover in it, another Alfa Romeo branded carry-all bag, and an ice scraper ... the latter apparently put in there by those misinformed souls who seemed to think this car would be driven in any inclement weather during its lifetime. When removed, the rolled-up roof from the Spider could also be stowed in there, if one pressed the hatch closed with force to pack it all in. Our inspection completed, my daughter and I proceeded to climb into the Alfa and make ourselves comfortable in the 4C. In her case, this was a matter of pulling open the passenger's side door, climbing into the seat, and grabbing the leather handle to pull the door shut. Being 3 feet tall has its advantages. For myself, at over double that height, it was more a matter of putting one foot into the floorpan, pointing my derriere in the general direction of the seat, and falling in. I have used this technique in sports cars in the past, notably the BMW i8 and the FR-S/BRZ. It generally works. Once ensconced inside the Alfa Romeo, I pulled the door shut and began inspecting the interior. This took about three seconds, two of which were spent wondering where the seat tilt controls were and why I couldn't see a glove box latch handle. My daughter, being the more astute of us, immediately proceeded to verbally put hammer to nail. "RACE CAR!" That's basically how the interior of the Alfa Romeo 4C can be summarized: it's a race car. Coming from that point of view, you soon come to appreciate the small exceptions to that assessment, such as the switch that says "A/C" and the button that says "defrost" and the most obvious concession to road worthiness, the tiny little Alpine stereo faceplate. Complete with four (count 'em) speakers. Four tiny, useless, but very lightweight speakers. There are otherwise few exceptions to the race car focus. The seats do not recline or adjust in any way except to slide a couple of inches fore and aft. The pedals are hinged from the floor and made entirely of aluminum. The steering wheel, which is thankfully flat-bottomed, tilts and telescopes a few millimeters. There is no glove box and the only drink holder is right about where the driver's elbow wants to be. There is no glove box, but a tiny pouch on the back wall has a beautiful, very out of place snap latch and leather cover. Probably put there by someone named Alfred from accounting on interoffice cooperation day. This begins the introduction to the Alfa Romeo 4C. At this point, I inserted the key (no mamby keyless start in this race car), pressed the clutch and brake, and turned it. The engine kicked to life immediately. The entire car shook. The most energetic, raw sound emitted from the tailpipes and then continued. This wasn't the exhaust fart on startup you normally hear in a street car. This was the unfiltered, uninhibited growl of a tiny and very excitable engine. Akin to what the Tazmanian Devil sounds like when he starts warming up before becoming a whirlwind of destruction. For the next two days, I sat in that seat with my buttocks clenched and my mouth opened full-tooth in what can only be described as the grimacing smile of adrenaline overdose. With no power steering, the Alfa Romeo 4C is not exactly an "around town runabout." At speeds below 10 mph (16 km/h), it requires Popeye forearms to maneuver. Get the car up to speed, though, and suddenly the steering wheel becomes the tightest, most precise, most dangerous thing you've ever handled. I have personally handled items that could level entire city blocks. I've fired weapons that could lay waste to Carthaginian cavalry at the touch of a button. They were all cake and ice cream compared to the Alfa Romeo 4C at 80 mph (129 km/h). The Alfa 4C is capable of amazing feats of sports cardom. The little 1.7L engine outputs 237 horsepower (177 kW) and 258 pound-feet (350 Nm) of torque. All in a package that weighs in the neighborhood of 2,500 lb (1,134 kg), with me sitting in it. All of that power goes to the rear wheels through a six-speed sequential, automated clutch transmission. This means that in a professional's hands, the 0-60 mph (0-96.5 km/h) time of the Alfa Romeo 4C is about 4 seconds. For me, it means 0-60 in about 4.6 seconds. That's just getting started. Running fast is one thing. Running fast in a zig zag? That's where things get more interesting. The Alfa Romeo 4C and its tiny wheelbase, low-slung weight, and superb handling and aerodynamics did a 90-degree two-lane turn at just shy of 80 mph (129 km/h) without squealing rubber. Not even the beautiful Jaguar F-TYPE with its all-wheel drive was that good, doing the same corner at 77 mph before the tires began to chirp. The downside to that kind of control? At 80 mph on the freeway, you get the impression that if you sneeze while holding the steering wheel, the whole car might go into a roll. There is absolutely no slop or margin for error in the steering in the 4C. None. That is where the intimidation comes in. And it's why I loved driving the car so much. It's pure adrenaline. All the time. And wrapped in one of the most beautifully-packaged vehicles you'll ever see. I woke up early on the third day with the Alfa, knowing it was going back. I called the fleet company responsible for the car to ask if they wanted me to drive it to them. I made up excuses about "needing the freeway time" in the car for, you know, testing purposes. The girl who answered the phone was the one slated to come get the car. She made no excuses for how intimidated the car made her feel and happily agreed to have me drive it down to them for exchange.

CAR magazine • 8 June 2015

I completely understand. This is the way of the 4C – it’s beautiful, somehow special and, crucially, an Alfa. If your desire for it is all consuming and deaf to reason, stick that deposit down. No hard feelings. But if you’ve got a moment, consider that the 4C Spider isn’t quite as perfectly resolved in function as it is in form. O...

Alfa Romeo 4C tester från andra källor

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