2014 Alfa Romeo 4C Review, Pictures and Prices – Welcome to Neocarsuv.Com, we will provide the latest information about the Alfa Romeo 4C Redesign. 2014 Alfa Romeo 4C Concept is one brand new car from Fiat that was released in 2014. We will also review about the price, interior, exterior and engine of the 2014 Alfa Romeo 4C Quotes.
The Alfa Romeo 4C is a two-seater sports car that borrows design cues from the now-defunct Maserati-powered 8C. Built in a Maserati factory in Modena, Italy, the 4C is spearheading Alfa Romeo’s long-awaited return to the United States market after nearly two decades of absence.
Manufactured by Maserati in Modena to be sold through Maserati dealers in the U.S., the new 4C is principally light, though not quite as light as Alfa is claiming. Italian carmakers have this horrible habit of weighing cars without certain fluids—oil, gas, coolant, transmission and brake. They also tend to leave out airbags. The result is a meaningless number they call “dry weight.” Alfa claims the U.S.-spec 4C will weigh 2083 pounds (the Euro version will weigh about 100 pounds less because of no side or knee airbags, no A/C, and a fixed, non-sliding passenger seat). I’m here to tell you that the 4C’s actual weight is going to be closer to 2500 pounds, if not more. Alfa’s number is pure fantasy, and besides, 2500 pounds is really light these days. That’s about what a Fiat 500 weighs.
Under the back glass sits a transverse, mid-mounted, thoroughly reworked all-aluminum version of the Giulietta’s 1.7-liter, turbocharged, direct injected inline-four that produces 237 hp and 258 lb-ft of torque. That may not sound like much, but with Mazda Miata-like weight and a quick-shifting, six-speed, dual-clutch transmission, she flies. From behind the wheel the 4C feels particularly potent. Eighty percent of the torque is available from 1800 rpm, and this car’s mid-range kick is surprisingly strong. Alfa claims 0-62 mph happens in 4.5 seconds and a trip around the Nürburgring is 8:04 minutes. Give us a few months and we’ll get you some actual numbers, plus a Randy Pobst-piloted Laguna Seca lap. The engine makes a lot of noise the DI pump sounds like a sewing machine, there’s a constant whoosh from the turbo and/or blowoff valve, and another from the snaking intake pipe. You should see how they crammed it in back there. Plus, the dry dual-clutch makes a loud clack when you really start banging off the shifts. The combined result sounds like a mini-Veyron, a little steam-powered factory. Sure, a tiny twin-cammer that revs out to 8000 rpm would sound better, but the world has changed. As I discovered, opening the window clears most of it so that all you mostly hear is the exhaust note, which I’ll discuss in a bit.
So for an estimated base price of around $54,000 when the 4C becomes available next spring through North American Maserati dealerships, you’re certainly not paying for intricate headlights or the luxurious, leather-swathed interior that you’d get in, say, a similarly priced Porsche Cayman. But the Cayman doesn’t have the 4C’s carbon-fiber construction, and it’s a lot heavier. In fact, a U.S.-spec dual-clutch-equipped Cayman weighs some 900 lb more than the Alfa 4C.
No muffler at all. No resonator, nothing: a turbo, a catalytic converter, and that’s it. In its basic form which, according to the company, tips the scales at a filled-with-helium 2028-lb curb weight it also has no radio, no air conditioning, no power steering, no side or knee airbags, no carpeting to speak of, a miniscule 10.6-gallon fuel tank, and no ability to adjust the passenger seat in any way whatsoever.
The list of standard equipment includes gray brake calipers, LED tail lamps, a leather-wrapped height-adjustable steering wheel, shift paddles, sport seats, aluminum pedals, central locks, a 12-volt socket and electric mirrors.
Highlights from the options list are painted calipers, parking sensors, a body-colored spoiler, bespoke badging and stickers, LED headlights, carbon fiber headlight bezels, a race exhaust system, cruise control and heated mirrors. A/C is available as a no-cost option.
On the other hand, it has the world’s most violent-sounding four-cylinder: a 1742-cc all-aluminum, direct-injected, turbocharged angry little creature that makes six liters of V-12 worth of noise. It trades power-sapping balance shafts for a short stroke and eight crankshaft counterweights and is force-fed 21.75 psi of boost to bark out 237 hp and 258 lb-ft of torque.
Whatever the reason, the result is huge amounts of grip and unfailing composure over bumps. We tested only the Racing-Pack cars, which come with revised springs, shocks, and anti-roll bars; and aggressive Pirelli P Zero “AR Racing” tires on 18-inch wheels in front, 19s in back.) On track, the 4C falls into easily managed steady-state understeer, but it can be coaxed sideways by a big dollop of power (after waiting a not-insignificant time for boost to build) and then lifting suddenly, or by trail-braking into the corners. On track, it lacks the all-neutral, all-the-time perfect balance of modern Porsches, but on the road, it’s infinitely more involving and far more fun. And it’s supercar quick.
Alfa has pared the supercar formula for the new 4C, a stubby, midengine coupe built around a carbon-fiber tub, with aluminum used for roof structures and crash supports. All-aluminum engine construction keeps weight down; Alfa claims the 4C will weigh in around a Lotus-like 2,000 pounds. A turbocharged 1.8-liter four-cylinder engine makes 240 hp and 258 pound-feet of torque with the aid of direct injection. The turbo four visible through a glass panel, Ferrari-style will pair with a six-speed dual-clutch automated manual transmission with paddle shifters on the steering wheel.
In the lightweight 4C, that translates to a ton of thrust: 62 mph in less than 4.5 seconds, according to Alfa Romeo. The only transmission available, in modern Ferrari style, is a dual-clutch automatic. It’s the same basic gearbox that’s optional in a Dodge Dart, it turns out, but with new first-gear and final-drive ratios and, chiefly, completely revised programming that transforms it from a miserable slur o matic into a Formula 1-fast sequential ‘box.
Once you’re moving, that is. Since its clutches aren’t bathed in oil (like almost every other DCT on the market), the Fiat-group “DDCT” is forced to be tepid off the line. Launch control, for example, drops the clutch gently at 3500 rpm. There is no wheelspin, and just as you’re thinking “that’s it?…” the turbo spools and all hell breaks loose. First gear tops out almost instantly, the digital speedometer having climbed to just 24 mph. Then, there’s a dual-barrel shotgun blast out the twin exhaust pipes as the transmission slams into second. That gear, too, lasts only barely longer than a tick of your Rolex the shift into third comes at only 41 mph, and it only lasts until 76 mph. Fourth is done by 114 and the Alfa just keeps accelerating to a claimed top speed of 160 mph.