Alfa Romeo 4C Spider 2016 Review

Alfa Romeo 4C Spider
Local Launch Review
Kulnura, New South Wales

Alfa Romeo launched its stunning 4C Spider into local showrooms late last year and now we've had our first chance to sample the voluptuous Italian roadster on home soil, at a secret track just outside of Sydney. In short, the 4C Spider makes one heck of a first impression, providing all the unrestrained passion you'd expect from the cross-and-viper badge. Just don't let it catch you napping...

Depending on who you ask, the 4C Spider is either raw and exciting or raucous and unrefined.

We've read descriptions of the handling that range from focussed to precarious, and heard that elements of the fit and finish are underdone, or even 'cheap'. In a nutshell, it seems the 4C Spider is at the very least divisive.

But before we get too carried away, let's remind ourselves of what the 4C Spider is -- essentially the Targa sibling of its coupe namesake, built on the same carbon-fibre and aluminium monocoque.

The 4C Spider is virtually identical to the coupe in terms of its mechanical package too, drawing motivation from the same mid/rear-mounted 1742cc direct-injected turbo-petrol four-cylinder.

Developing 177kW of power at 6000rpm and 350Nm of torque over 2200-4250rpm, the twin-intercooled all-aluminium unit is coupled exclusively to a four-mode six-speed dual-clutch transmission, driving the rear wheels via Alfa's Q2 electronically-controlled differential.

The hand-crafted 1035kg body is suspended by a double-wishbone arrangement at the front and a MacPherson strut rear. Weight distribution changes slightly for the Spider, 40/60 front/rear versus 35/65 for the hard-top.

The brake rotors are all cross-drilled and measure 305mm and 292mm front and rear, the former grabbed by four-pot Brembo callipers. They hide behind 17-inch alloys shod with 205/45-series rubber at the pointy end and 18-inch 235/40 jobbies astern. The rack-and-pinion steering set-up is powered by your arms.

In performance terms, and with a little help from launch control, the 4C Spider is said to hit 100km/h in 4.5 seconds. It boasts a top whack of 258km/h. Fuel use, in case anyone cares, is listed at 6.9L/100km on the ADR Combined cycle, and the boot measures just 110 litres – or enough to stow the canvas roof.

At $99,000 (plus on-road costs) the 4C Spider compares favourably to rivals including the Lotus Exige S Roadster ($132,990 plus ORCs) and Porsche Boxster ($104,700 plus ORCs).

It arrives as standard with air-conditioning, an alarm, bi-xenon headlights and cruise control, and is also fitted with rear parking sensors, a four-speaker audio system with Bluetooth connectivity and 7.0-inch display.

The 4C Spider has not undergone Euro NCAP or ANCAP crash testing. It is, however, equipped with a driver and passenger airbag, stability and traction control, anti-lock brakes with cornering and hill-hold functionality, and tyre pressure monitoring.

An emergency inflation kit takes the place of the spare wheel. Warranty extends to three years or 150,000km, with service intervals pegged annually or at 20,000km (whichever comes first in both cases).

Of course the 4C Spider just wouldn't be a sports car without an options list. Chief among these is the Racing Pack ($10,000) that adds even stiffer suspension, a sports exhaust, larger diameter alloys and stickier Pirelli tyres.

You can also choose red ($3000) or brown ($2000) leather upholstery if the standard black isn't to your taste, and opt to paint the brake callipers in black, red or yellow for an extra $1000 if you don't like grey.

On the subject of paint, the body is offered in seven hues, ranging in price from $1000 to $3000. A Carbon and Leather Pack adds carbon-fibre wing mirrors, transmission tunnel and instrument cluster with stitched leather dashboard layer for $4000.

But we're sure most who buy the 4C Spider won't care for added finery. This is a car that is all about driving; and to find out how it performs on that front, we slip behind the perforated leather wheel and polished alloy pedals for a few laps of The F..., ah, um, secret private road north of Sydney.

Pleasingly, the 4C Spider is a car that doesn't take long to figure out. The communication on offer (and the electronic intervention for that matter) is unrestrained, allowing you to find the car's limits quickly. The light nose needs settling for corner entry, and with a little air under it it can become quite lively under brakes.

Mid-corner balance needs a steady right foot to finesse the excitable rear-end, but once you strike the right balance, and throttle progressively from the apex, the 4C Spider is a tenacious handler. In fact, the only real let-downs once you're used to balancing the car is a lack of lateral support from the driver's seat and tired arms from the absence of power steering.

Of course, the smooth surface we drove on at the launch didn't allow us to see if the 4C Spider bump steers in rough corners and the like. The suspension appears to offer enough travel to generate grip through the bends, but as to how it rides on lumpy back-roads we'll never know, because this drive is the only chance Australian media will have to sample the 4C Spider locally.

The steering is direct, providing brisk directional changes, especially through the 'S' bends at the top of the circuit. Just make sure you've had your Weeties before taking to the track; it's a killer on the forearms.

Wind noise makes itself known with strident force at higher speeds, entirely quashing what little exhaust note the Alfa offers. The turbo plumbing is, however, rather delightful with a cheeky flutter as you step off the throttle.

There's also a sassy little fart to accompany up-shifts, though it's not nearly as bold as the Mercedes-AMG 45 or Volkswagen Golf R. I think anyone buying a 4C Spider would be wise to option the Racing Pack's sports exhaust...

The 4C Spider's engine rises quickly to the top of the tacho, its usable range (3500-6500rpm) being brief but intense. The redline comes up fast, and with a quick pull of the right-hand paddle you're instantly in the next gear.

Gear changes at full noise are as fast as 130-millseconds, Alfa says, though with so many corners coming thick and fast, we weren't in any place to argue. In DNA mode the 4C Spider allows downshifts much sooner than anticipated, assisting the cross-drilled brakes in fervent deceleration.

On that note, we feel the brake pedal could have done with a little more assistance, but like the steering it's a good match for the car's track-focussed attitude.

It's a competitor better aimed at the Lotus Exige and less at the Porsche Boxster in this respect, and we dare say a car suited best to those seeking a hard-charging weekend at the track than a leisurely saunter to the winery.

So is it raw, raucous, exciting and unrefined? The answer is yes... But it comes with connotations and caveats, all of which depend on your viewpoint.

Would I buy one and happily live with it every day? No. But give me the cash to take it as a weekend warrior and I'd have it in a heartbeat.

In a digital world, the 4C Spider is an analogue machine. It gives the driver the chance to embrace and enjoy the car for what it is, and it's that focussed individuality that is the 4C Spider's strongest advantage.

2016 Alfa Romeo 4C Spider pricing and specifications:
Price: $99,000 (plus on-road costs)
Engine: 1.7-litre four-cylinder turbo-petrol
Output: 177kW/350Nm
Transmission: Six-speed dual-clutch
Fuel: 6.9L/100km (ADR Combined)
CO2: 161g/km (ADR Combined)
Safety Rating: N/A

Also consider:
>> Lotus Exige Roadster ($132,990 plus ORCs)
>> Porsche Boxster ($104,700 plus ORCs)