Test drive Alfa Romeo 4C, "cavallo di razza"

Some time ago, your humble servant, still beardless, dreamed every day of supercars, mega cars with spectacular designs and terrifying performance.

Today, after many years, I have the honour of bringing to Highmotor’s road test section this week another “dream”: the return of a brand like Alfa Romeo to a segment it should never have abandoned, that of sports cars. This is the Alfa Romeo 4C.

Exterior design

Let it be said up front that all assessments of the beauty of this car’s lines and shapes carry an emotional and subjective load which, although it should not -and I will try to ensure it does not- may not be pleasant for all readers. If that is your case, I am sorry, but perhaps this test is not for you.

The 4C is possibly the clearest and most convincing example that aerodynamics and beauty can work hand in hand without getting in each other’s way, resulting in one of the most attractive bodies of the last few decades, without any doubt. Externally, the 4C measures 3.99 metres long, 1.86 metres wide and just 1.18 metres high. It is, therefore, one of the most compact sports cars on the market.

This little Italian is one of the few cars in which one cannot single out a design feature that stands out strongly above the rest, beyond personal taste. Starting at the front, with a clear Alfa identity, one finds a wraparound, very low bumper, in which barely three air intakes fit, with the central one in the shape of a biscione, as could not be otherwise.

The headlights have that very peculiar shape, without fairings, which has been much talked about. They consist of just one optic for the dipped/main beam, another for the indicators and five light points for daytime running lights. The whole system is LED except for the indicators. In this unit, an optional carbon fibre trim is also fitted.

Form and function intertwine to create one of the most beautiful sports cars of the last few decades

The side is pure aerodynamics. The very low roof descends smoothly to meet the rear glass screen, which reveals the engine -part of it, rather-. The doors practically weigh nothing, and their window has no frame. They are terribly wide, and feature a pronounced tension line that leads into an air intake which connects directly with the engine compartment, located behind the seats.

The rear quarters give us one of the best views that can be found today in a road car. The Alfa concentrates its potential at the rear with an immoderate width. The bodywork looks as if it were sculpted by hand by a master sculptor, perfectly housing the wheel arches, filled with 19″ alloy wheels shod with 235/40 R19 tyres. At the front the width decreases to 205 and the wheels are 18″.

The rear is completed by light clusters taken from the MiTo and a bumper with an integrated diffuser which, besides performing its aerodynamic function, houses two exhaust outlets, one on each side, of not overly generous size.

Interior design

After a review of the bodywork of this marvel with an Italian surname, what one most wants is, at the very least, to open the door and settle into its interior. However, as a good “rare” vehicle, the very gesture of opening the door and getting in requires a specific process.

The doors, as mentioned previously, weigh very little as they are made of carbon fibre and fibreglass. They are very light, but also very wide, as they have to cover a very, very wide sill. The two seats are positioned below the door sill, which forces you to first swing one leg in and then gently drop into the seat.

Simplicity is the dominant note in the interior of the Alfa. The brand’s engineers have chosen to focus on simplicity and sportiness. This is something we notice simply when adjusting the seat, since the driver’s can move a few centimetres closer to or further from the driving position, while its backrest reclines just a few degrees. Nothing more: no lumbar adjustment, no headrest adjustment, no thigh support… nothing. And of course, manual adjustment, no electric motors, which add weight. The passenger’s case is even more extreme, as it cannot be adjusted in any parameter whatsoever, being, quite literally, anchored to the carbon fibre chassis.

It is spartan, but within a few minutes you forget everything and focus on enjoying it

No soft coverings except for the leather on the steering wheel, the handbrake grip and the door grab handles, which are nothing more than a strip of leather. No trim, lighting or decorative elements. The dashboard is a single piece and is focused on the driver. The steering wheel, small in size and generously thick, sits in front of a screen of good size that serves as the instrument cluster.

The sound system is token and consists of a Parrot-branded radio with mp3 and Bluetooth and four speakers, nothing more. It does little, since beyond 100 km/h the engine and road noise are louder than the music. Below the sound system, a row of switches for operating elements such as the mirror heating, central locking or the air conditioning compressor.

Speaking of air conditioning, the 4C does not offer any automatic climate control system, since, as in classic cars, it has a manual ventilation system. In fact, when turning the dials, we can feel how we are working the cables that move the various flaps.

A brief central console separates both seats. In it we find the buttons to control the gearbox -in the style of Ferrari-, the window switches, the mirror adjuster and the handbrake. At the rear, a cup holder and a small ashtray are all the concessions to practicality, as there is no glovebox -only a small bag at the bottom of the dashboard- nor storage compartments apart from one pocket behind the seats.

The cabin of the 4C is almost entirely bare apart from a couple of mats. There is no carpet covering the carbon fibre and its joints. Special mention goes to the pedals, which are completely race-spec. They are anchored to the floor, very stiff to operate, especially the brake. Furthermore, as a curious note, the brake vacuum pump -the servo- is located inside the cabin, just behind the pedal.

Structure and technology

The Alfa Romeo 4C is, besides one of the most attractive vehicles currently on sale, a true technological compendium. Starting with the chassis, the 4C uses, with the exception of hypercars, the most advanced platform on the market. The “heart” is a carbon fibre monocoque, which forms the cabin. It weighs only 65 kg, and two aluminium subframes -front and rear- are bolted to it.

The bodywork is made, except for the front bumpers and wings -which are plastic- from fibreglass, lighter than steel or aluminium. Even the glass used in the 4C is thinner than usual, which results in a kerb weight of 995 kg, making it one of the lightest models available today. The wheelbase is 2.38 metres.

It weighs only 995 kg thanks to the extensive use of carbon fibre and aluminium

As for the running gear, the 4C is equipped with a deformable parallelogram suspension system at the front, completed by a MacPherson layout at the rear. The braking system, by Brembo, consists of fixed 4-piston callipers at the front with 305 mm perforated steel discs and single-piston floating callipers with 290 mm discs on the rear axle.

The Alfa’s engine is not, a priori, one of the “hot” points of the car. It is a 1,742 cc inline four-cylinder mounted transversely in the mid-rear position. It delivers 241 CV at 6,000 rpm and a maximum torque of 350 Nm from 2,200 rpm. It is the same engine fitted to the Giulietta QV.

This engine features direct injection, variable valve timing on the intake and exhaust valves, a four-valve-per-cylinder head and turbocharging, which benefits from an intercooler that cools the gases entering the turbine. In fact, the turbocharger itself (of Borg Warner origin) has a triple cooling system using air, water and oil.

It is paired with a six-speed dual-clutch automated manual transmission, dry, which the brand commercially calls TCT, with no option for a manual gearbox. There is no gear lever of any kind for selecting gears. Only four buttons for selecting 1st forward, neutral, reverse and manual or automatic operating mode.

Driving dynamics

Come on, it’s time to get going. The starting sequence, once again, reminds us that we are dealing with a vehicle whose primary purpose is driving. That is why there are no start buttons or switches at all; you simply press the brake and turn the key.

The roar when the engine is cold is, to say the least, striking. The Alfa 4C can be fitted with three different exhaust systems: the standard one, the sport one and one by Akrapovič. Our unit had the intermediate one, the sport. I cannot understand how anyone could “need” the Akrapovič option after living with the 4C for a week.

Daily life with the 4C is not overly complicated as long as one realises what one is driving, what one is handling. One of the first things you have to get used to is being the centre of attention wherever you drive or park. The Alfa is a true magnet for stares, whether from pedestrians or other drivers, who constantly take an interest in this small sports car that “looks like a Ferrari”.

Driving sensations in the city are those of a supercar from a couple of decades ago. With this statement I want to refer to various elements of the car that transport us to a past time. One of these elements is the steering, which has no assistance of any kind. When stationary it requires some effort to turn the wheels, but once moving the resistance disappears. The turning circle is not especially good, and forces you to manoeuvre several times to park or, in certain circumstances, to turn into a street.

Visibility is not its strong point due to the car’s low height and the virtual uselessness of the central mirror. Manoeuvres and pull-aways are best done with some finesse, since the car usually needs to be moved with throttle blips, especially if we drive with “dynamic” mode engaged. The noise level is high, although in the city it is not a problem unless you suffer easily from headaches.

On open roads things change. The 4C begins to stretch its legs, showing what it can do. On fast roads it is also not especially comfortable, mainly due to the high volume of noise filtering into the cabin and the “lightness” of the nose, which means constant steering corrections are needed to hold the line. On the positive side, the presence of cruise control stands out, as do consumption figures that can be considered low for the car’s potential. On the open road we can expect around 7 to 7.5 litres per 100 km. In town it rises to 10 litres, and if we go for some cornering, expect around 13 to 15 litres depending on how heavy your right foot is.

It is on twisty roads that the Alfa Romeo is in its element. As soon as you link two bends at a good pace you realise that yes, this car is worth every euro it costs. The vehicle and driver become one, fusing into a single entity capable of delivering levels of enjoyment within reach of very few cars today.

The Alfa runs, and runs a lot. It is capable of accelerating from 0 to 100 km/h in 4.5 seconds, reaching a top speed of 258 km/h. Therefore, we are dealing with a car that will never leave you stranded when it comes to pressing on in your favourite stretch. However, despite its great acceleration potential, the key point of this car is the sensations.

It is precise as a scalpel and agile as a hungry cheetah

Unfiltered. The Alfa gives you everything it has without any kind of filter. The steering keeps you informed at all times about everything happening under the front wheels, while the brake pedal, which in town seemed too hard, now has the ideal feel for modulating braking at will. Of course, the suspension is set up to perfection to prevent any kind of body roll, always maximising tyre grip on the asphalt.

The act of tracing bends becomes an almost extrasensory experience, capable of leaving you speechless, of pushing your head against the sides, of making you feel as if the whole car, as a whole, works for you, so that your speed through the corner keeps increasing. The lightness is felt at all times, giving the 4C an agility unbecoming of a 21st-century car.

Still, the 4C conveys respect when driven quickly. It has a very high level of lateral grip, but when it starts to slide the transition is somewhat abrupt, so you must remain alert and agile with both feet and hands to avoid a scare.

This model features, like other Alfas, the “Alfa DNA” system, a driving mode selector with four options. The “All Weather” mode is the most suitable for slippery surfaces. It softens the delivery of power, making gear changes less abrupt. In addition to the “Normal” mode, suitable for carefree driving on any terrain, we find the “Dynamic” mode, which “tenses the muscles” of the car. In this mode, the gearbox performs upshifts and downshifts faster and more abruptly, while the throttle is more responsive. In addition, the stability control allows a small amount of slip before intervening.

The 4C hides another mode, called “Race”, recommended only for track driving. In this mode, the Alfa completely disconnects the electronic aids -except ABS- leaving full control in the hands of the driver.

How much does the unit you see cost?

The Alfa Romeo 4C Coupé currently has a starting price of €66,200, although this unit was fitted with several options carrying a surcharge. In this case we find the Racing Pack (€4,275), consisting of 18-19″ wheels with sport tyres, sport suspension, sport exhaust system and sport steering wheel. Also added are the chrome mirror caps (€135), the carbon fibre headlight surrounds (€1,700), Basalt Grey metallic paint (€1,000), yellow-painted calipers (€375), leather upholstery (€1,500) and the anti-theft alarm (€650). In total, the price of the unit in the photographs amounts to €75,835.

The standard equipment already offers interesting features such as Bi-LED headlights, cruise control, rear parking sensor, air conditioning, digital instrumentation, and a four-speaker sound system with USB input and Bluetooth connectivity.

Photograph | Daniel Valdivielso