Background
The beautiful but very expensive 8C manufactured between 2007 and 2010 had a transformative effect on Alfa Romeo's image. Although the company had built a couple of high performance GTA models in the early 2000s, there had been relatively little to get the blood of serious drivers pumping for quite a few years.
Despite a high price, both the fixed head 8C Competizione and subsequent 8C Spider were over-subscribed as buyers clamoured to get their hands on what became an instant classic.
The 8C also marked Alfa's return to the US market after an absence of a dozen years. Owing to a lack of established Alfa Romeo main dealers across the Atlantic, it was sold through American Maserati outlets.
Like Alfa Romeo, Maserati was owned by Fiat. Further collaboration between the parent company’s subsidiaries saw the 8C constructed at the Maserati factory in Modena. Yet more crossover from the Fiat Group resulted in the 8C running an engine and gearbox sourced from Ferrari.
Following the 8C's successful rollout, Alfa Romeo considered building a cheaper sports car that would add some further gloss to the brand and spearhead a full blown return to the North American market with a complete range of models.
Management gave the green light to the new car, dubbed Type 960, in September 2010.
The resultant Alfa Romeo 4C made its debut as a design concept six months later at the Geneva Motor Show in March 2011.
While stylistically there was an obvious family lineage between the 8C and 4C, under the skin the two cars could not have been more different. The outgoing model had featured a normally aspirated front-mounted V8 and a conventional steel bodyshell. By contrast, the 4C would use a mid-mounted twin-turbocharged inline four cylinder engine and a carbonfibre tub.
Ambitiously, Alfa Romeo hoped to sell as many as 3500 examples of the new car every year.
The finished 4C made its debut at the Geneva Motor Show in March 2013. Production began two months later. As per the 8C, assembly took place at the Maserati plant in Modena.
A 4C Spider subsequently appeared in prototype trim at Geneva in March 2014. The production 4C Spider then followed at Detroit in January 2015.
Chassis
The 4C was based around a central carbonfibre tub developed in conjunction with Dallara Automobili in Parma. Production was handled by Tecno Tessile Adler in Airola.
No other manufacturer had ever tried to produce a carbon-tubbed car at the 4C's price point; rivals Lotus used an extruded and bonded aluminium tub for the Elise / Exige while Porsche used a conventional steel monocoque for the Boxster / Cayman.
The 4C's naked tub weighed just 65kg. Aluminium subframes were attached at either end and the roof was given aluminium reinforcement which took the fully assembled chassis up to 107kg.
The wheelbase measured 2380mm.
Suspension was via double wishbones up front and MacPherson struts out back. Coil sprung dampers were fitted all round along with a front anti-roll bar.
Ventilated Brembo brakes were installed at each corner. There were 305mm diameter discs with four-piston calipers at the front and 292mm discs with single-piston calipers at the rear.
ABS was fitted, but power steering was never offered.
The standard-issue cast alloy wheels had a five Twin Spoke design and were finished in silver. The fronts measured 7 x 17-inches and the rears were 8 x 18-inches. OEM tyres were Pirelli P Zeros.
A diminutive 40-litre fuel tank was located in the engine compartment.
Engine / Gearbox
The 4C's transversely-mounted 1.75-litre turbocharged inline four cylinder engine was based on the Tipo 940 A 1000 unit found in the contemporary Giulietta 1750 TBi.
Most significantly, the 4C engine (Tipo 960 A 1000) incorporated a new aluminium alloy block to replace the original cast-iron unit. The result was a weight saving of 22kg.
4C engines also ran a slightly increased compression ratio (9.5:1 as opposed to 9.25:1).
The intercooled single scroll turbo (an Alfa-specific Borg Warner K04 2280 DCBCB 688) ran at up to 1.5 bar. It worked in conjunction with a pulse converter exhaust manifold that exploited pressure waves to boost torque at low engine speeds.
As per the Giulietta motor, the 4C engine incorporated dual overhead camshafts, four valves per cylinder, variable valve timing, wet-sump lubrication and direct petrol-injection.
Displacement was an unchanged 1742cc thanks to a bore and stroke of 83mm and 80.5mm respectively.
A power output of 237bhp at 6000rpm represented an incredible 136.1bhp per-litre. The torque rating was 258lb-ft between 2100rpm to 3750rpm.
For comparison, the iron-block Giulietta motor produced 232bhp at 5500rpm and 251lb-ft at 1900rpm.
Meanwhile, arguably the least impressive aspect of the 8C had been it's single clutch F1-style transmission.
By contrast, the 4C came with a six-speed TCT dual clutch transmission where the next gear was selected while the previous gear was still engaged to practically eliminate any discontinuity of power transmission.
Via a control selector on the transmission tunnel, one of four drive modes could be selected: All Weather, Natural, Dynamic or Race, each of which adjusted the behaviour of the engine, throttle response, shift time, suspension and brakes.
In Race mode, the ESC stability control and ASR traction control systems were switched off. However, Alfa’s Q2 differential control system remained active to ensure the fastest possible exit speed from corners.
A Launch Control function was also included.
Bodywork
To create the 4C's bodywork, the designers at Alfa Romeo Centro Stile took inspiration from the Tipo 33 Stradale and 8C.
At the front, three large intakes were carved out from the nose. The one in the middle was shaped to mimic Alfa's traditional triangular grille profile.
Further up, intricate headlight assemblies were overly fussy but could thankfully be changed in favour of optional single projector Xenon units once the US-spec. version arrived in 2014.
Down each flank, huge shoulder-mounted intakes were located at the leading edge of the rear fenders.
A Fastback cabin profile swept down to a sloping tail fascia topped by a fixed rear spoiler.
Minimal overhangs, a low roof, short wheelbase and myriad intricate contours ensured the 4C looked like nothing else available at the time.
Body panels were a mix of injected polyurethane (bumpers and fenders) and SMC carbonfibre composite (pretty much everything else). The only sections left in exposed carbonfibre as standard were the A-pillars in order to give the impression of single-piece wraparound cockpit glass.
Buyers could initially specify one of six exterior colours: Black, Basalt Grey, White, Madreperla White, Rosso Alfa and Rosso Competizione.
Interior
Inside, much of the 4C's most impressive feature, its carbofibre tub, was left on full display.
Inboard of the wide sills were a pair of two-way adjustable sports seats trimmed as standard in black fabric with red stitching. Each headrest was embroidered with an Alfa Romeo motif.
Directly behind the flat-bottomed leather-covered three-spoke steering wheel was a digital TFT dash. This displayed a large central tachometer surrounded by an array of additional data such as road speed, gear, fluid temperatures, fuel level, date, time and more.
The colours on the TFT display changed according to which drive mode was selected.
The list of standard equipment included electric windows, remote central locking, driver and passenger airbags, a tyre pressure monitoring system and aluminium pedals. Air-conditioning, an audio system and electric mirrors were no-cost options.
Options
Alfa Romeo offered the 4C with a long list of extras right from the off.
The standard issue cast alloy five Twin Spoke 17/18-inch wheels could be specified with a two-tone black and diamond cut finish.
Alternatively, handsome 8C-style 5-Disc forged alloy wheels with a bigger 18/19-inch diameter could be requested with either a silver or matt black finish.
Performance upgrades included a racing exhaust and racing suspension. The racing suspension comprised stiffer dampers, a thicker front anti-roll bar and a rear anti-roll bar (the latter of which was absent from the standard 4C).
Customers could enhance the exterior appearance of their car with a body coloured rear spoiler, exposed carbonfibre headlight surrounds, coloured brake calipers (in red, yellow or black instead of grey), Bi-LED headlights, satin black or chrome exterior mirror housings, a decal kit and an Italian flag motif on the rear fenders. Rear parking sensors were also available.
For the cockpit, Alfa Romeo offered full leather seats (in Black or Red) and part leather seats in Black with matching microfibre fabric centres and red stitching. The steering wheel could be configured with a black microfibre insert and red stitching too.
A red interior kit added a red leather insert to the base of the steering wheel, red upper sidewalls for the central tunnel, red door grab handles, a red handbrake grip and red handbrake boot.
Other options included an exposed carbonfibre instrument pod, cruise control, a premium Alfa audio system, an audio system with web applications plus voice recognition and hands-free telephony, heated exterior mirrors, floor mats with an embroidered 4C logo, a black leather car bag, a smokers kit, cup holders, an Alfa 4C-branded trolley case, an indoor car cover with 4C logo, a fire extinguisher and first aid kit.
Two bundle packs were offered at a discount compared to if the upgrades had been specified individually.
The Race Pack comprised of a racing exhaust, racing suspension, 18/19-inch five-hole forged alloy 5-Disc wheels, Pirelli P Zero Alfa Romeo Race tyres and the leather/microfibre steering wheel with red stitching.
The Luxury Pack included leather seats with microfibre fabric centres and exposed carbonfibre headlight surrounds.
Weight / Performance
At just 925kg, the 4C was substantially lighter than a Porsche Cayman and only a fraction heavier than a Lotus Elise S. Weight distribution was 40:60 front-to-rear.
Top speed was 160mph and 0-62mph took just 4.5 seconds.
