Alfa 4c

Uma versão Spider deste carro ainda tende a ser mais marcante, porque com a monocoque de carbono o que perde em rigidez por não ter capota rígida é marginal.

Logo quando comparado com outros cabrios, a diferença de comportamentos ainda é maior.
 
LATMGB disse:
A indignação da malta aqui do Forum aparenta ter surtido efeito. A notícia já foi corrigida no peso e nos materiais. [:D]

“O Alfa Romeo 4C é um desportivo de motor central traseiro, um quatro cilindros turbo de 241 cv. Construído em materiais leves, como o alumínio e fibra de carbono, pesa apenas 895 kg (sem condutor) e mede praticamente quatro metros de comprimento“

In: Autohoje - Alfa Romeo 4C custa 65.000?
Clique para expandir...

Para sermos totalmente correctos os 895kg é mesmo só o hardware, ou seja, sem os liquidos vitais ao seu funcionamento.
Mas felizmente corrigiram os incompreensiveis 1250kg e melhor, completaram a info.

O carro mais barato acima do Alfa 4C que recorre à mesma técnica de construção com célula central em carbono, com sub-estruturas em aluminio frontal e traseira é o McLaren Mp4-12C. O que faz do 4C uma pechincha?[:D]
A gama i da BMW recorre aos mesmos materiais, e o i3 deverá ficar como o carro mais barato com fibra de carbono, mas a construção assemelha-se mais a uma "body-on-frame" (estilo alguns TT que ainda se vendem), onde a estrutura em carbono assenta sobre uma base em aluminio.
Como dizem, não destacar o factor fibra de carbono e a exclusividade desta solução, que acaba por ser um dos USP deste carro parece-me algo negligente.
Já vi mais destaque dado, em diversos meios, aos apliques em fibra de carbono, erroneamente usados para efeitos decorativos nos mais variados modelos, desde Porsches a BMW entre outros.
O correcto uso do exótico material num carro razoávelmente acessivel pareceu passar ao lado. Conseguem fazer melhor.
 
2014 Alfa Romeo 4C Coupe First Drive – Review – Car and Driver

A Lancia Stratos for the rest of us.


​

2014-alfa-romeo-4cs-photo-542610-s-986x603.jpg

​
A Ferrari engineer once told me that his company obtained a C6 Corvette a few years ago to see what the fuss was about. Assuredly, the foreigners pummeled the poor thing down to a grease spot. The Vette is big, loud, and fast, the engineer concluded, but “a little bit crude, no?” He said the last part with a smirk. My Yankee spine stiffened and I said that before I’d agree, I’d want to see what a $50,000 Ferrari drives like.I just found out. Mamma mia and holy mother of Gorgonzola.
Kids, you better hide your college funds, because temptation—real, reachable, I-can-do-this-if-I-just-reorganize-a-few-priorities temptation—is about to kick down the front door in high heels and leather. If dad can resist the thing, pass his phone number to the Pope.

Alfa Romeo has broken repeated promises to return to America, and the reason is simple: Fiat has starved the brand of product and Alfa currently sells only two vehicles, the three-door MiTo hatchback and the five-door Giulietta hatchback, the latter only with a manual transmission (an automatic comes in January). Both cars would be sales poison here.
However, in the wake of the rare-as-moon-rocks 8C Competizione coupeand Spider that were sold here last decade, Alfa will re-re-launch itself with the 4C, a delightful espresso cup of nitro that will land in U.S. Maserati showrooms next spring with a base price around $55,000, a number we hope won’t turn out to be another broken promise. Just 1200 per year will be imported, the first 400 as loaded up “Launch Editions.” To find your nearest dealer, simply follow the riot police.
It’s only once every other Halley’s Comet that an elemental sports car such as the 4C survives the gauntlet of federal regs walling off America from foreign death machines. The no-longer-imported Lotus Elise is the template, while the Porsche Boxster/Cayman sits at the posh end of this narrow spectrum. Alfa’s 4C will land somewhere in between, improving on the Lotus’s few vague gestures toward occupant comfort, while, compared with a highly burnished Porsche, exuding with its spidery headlights, some haphazardly routed cables, and a few wads of black tape a certain improvisational kit-car feel.

Alfa sandwiches the world’s cheapest production carbon-fiber tub, hand-made and autoclave-baked at a supplier in central Italy, between two aluminum subframes. To the rear, a turbocharged and direct-injected 1742-cc four-cylinder with 237 badly misbehaving horses is located transversely. It sits between a pair of struts and the straw-thin tubes of the triangulated lower control arms. In front of the driver, an unassisted rack-and-pinion steering gear reaches toward knuckles supported by twin pairs of cast-aluminum A-shaped control arms.
The twin-cam engine is basically an alloy version of the base Giulietta’s cast-iron 1.7, but with improved air and fuel delivery and 21.8 psi of boost. To reduce lag, the engine uses “scavenging,” or excess valve overlap in low-rpm/open-throttle situations, keeping air flowing into the turbo. Peak torque of 258 lb-ft arrives at a diesel-like 2200 revs. Everything is overbuilt for the 4C’s 6500-rpm redline, meaning that more power is likely slated for future editions.
Two snug leather buckets fill a cabin with surprisingly generous legroom, a single cup holder, and a small cell phone pocket between the seats. The trunk under the narrow engine hatch isn’t much larger, while the front end is sealed up with bolts and off limits. It’s all wrapped in plastic outer panels that rise to bellybutton height and are shaped to splay, puddle, and scissor light in a way that makes enthusiast hormones rage.

Oh, and the 4C has no muffler. Start it up and a carnivorous rip shreds the silence. Mash the gas pedal and the 4C sounds like Tarzan on top of Jane. During the upshifts, the cylinders cut out, producing a slam-buzz out of the pipes that could be five million volts jumping a gap. Alfa says the 60-mph flag falls in 4.5 seconds using launch control; we’re predicting a slightly quicker time.
And that’s all before the first corner. The flat-bottomed steering wheel is heavy in your hands, as it should be, with the thick stitching across the top of the spokes digging into your thumbs. You’ll want gloves for track days. The wheel pulls and pulses as the asymmetrical Pirelli P Zeros transmit the mighty braking force into the pavement. You couldn’t place the front tires more precisely if you were sitting between them, and the feel of the wheel suddenly going light out of a corner as the static 40/60 weight balance shifts further rearward is sports-car stuff we’ve nearly forgotten in the age of compu-steer.
Drive hard and smooth and the 4C is one of the most neutral and natural cars you’ll ever experience. If you horse around and yank the power mid-corner, it’ll show its tail to the trees momentarily before slipping back into line. It doesn’t really want to go sideways, but that’s exactly why you bought a car with its engine behind the seats.

While it’s designed to evoke various great Alfas, especially the 1967 Tipo 33 Stradale, what this snarling and spitting bag of bobcats recalls most directly is Italy’s great rally champion, the Lancia Stratos. As in the Stratos, the 4C is both wonderfully immediate and stupendously basic.
A single all-digital cluster in the hard-plastic dash crowds the speedo, tach, and other gauges into a space the size of a pocket paperback. Simple rotary knobs handle the airflow; a few toggle switches control the A/C, fog lights, and power locks; and a cluster of buttons select the transmission mode.
Buttons? Modes? Yes, the 4C comes only with a six-speed dual-dry-clutch automatic, a version of which is in the Dodge Dart. No doubt that’s a dealbreaker for some of you. Blame the economics of production uniformity, blame the tyranny of a market that prefers automatics, or blame Europe’s current definition of a modern “supercar,” which doesn’t involve a clutch pedal. For this author, in this car, it’s no problem, just as it isn’t in the Ferrari 458. Rollouts from a stop in the 4C are well oiled, the shifts come too quick and slick for complaint, and the paddles don’t strangle the car’s fun geyser one iota.

There’s some electronic assistance from a four-position stability-control/shift-timing adjuster called “Alfa DNA.” In its most aggressive track mode, it shuts off assistance unless you trigger the ABS, while a brake-based traction control stands in for a limited-slip differential.
Things you should know: Alfa trumpets a base curb weight of less than 2100 pounds, but U.S.-bound models will be around 2650, which factors in two side and two knee airbags, other mandated equipment, and a number of options that will likely be standard here, including air conditioning, power seats, and parking sensors. Also, a “quiet” exhaust with a muffler will be offered. Whether the U.S. will even get the open pipes, and whether John Q. will be able to buy a 4C for anything even remotely close to the base price, are unknown.
lso still up the air is when, or even if, Alfa will sell U.S. customers something other than a toy.
Clique para expandir...
 
Última edição:
gtabarth disse:
Vamos ver se são mesmo 65.000 € do "4C OE".
Mas tu que costumas estar bem informado, sabes se efectivamente os 1000 "OE" já estão todos vendidos?
Clique para expandir...

Oh pá, não... não sei com factos, mas não podem senão estar... só a plaquinha vale... e "se" houver ainda algumas unidades disponíveis desaparecem assim que se começarem a concretizar as primeiras entregas...

Quanto ao "vamos ver se são mesmo", percebo onde queres chegar, mas caramba então nem isso é info oficial naquela notícia ? Baseou-se em quê, então ? Nasce de quê, então ? É que se nada na notícia era novo a não ser o preço, se o preço não é oficial para quê fazer a notícia, pergunto eu ? A notícia deve ter uma fonte e um preço não pode ser outra senão a oficial, ou tb é como os 1250kgs e qdo vamos a ver afinal vai custar é 62.000€? Não sei, em verdade não sei... só "sei" que a versão normal vai custar 55k. ;)
 
v7 disse:
4 estrelas na EVO é bom, mas não é fantástico ......

toda a gente gosta do carro, mas quando o pontuam vem ao de cima que ainda podia ser melhor numa coisa ou noutra.
Clique para expandir...

Não acho que seja por pontuar ou deixar de pontuar que venha ao de cima isto ou aquilo.

Mau era que não pudesse ser melhor numa coisa ou noutra.

Pelo que já se leu e viu / ouviu o carro não é apenas "bom".
 
2014 Alfa Romeo 4C - First Drive Review - Road & Track

It's a Ferrari in disguise.


Approaching in the oncoming lane, the mid-engined Alfa Romeo 4C looks every bit as exotic as a Ferrari. It has, after all, about the same width-to-height proportions as a 458 Italia. It is impossibly wide, incredulously low, and breathtakingly beautiful.And then it flies past with triple-digit decibels of anger exploding from its tailpipes, punctuated by the whip-crack misfire induced as its computers orchestrate a 130-millisecond gearchange. The noise is pure Ferrari, in loudness, fury, intensity, and timbre.
No surprise, since the Alfa Romeo 4C has no muffler.
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.
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.

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.
We ran out of track at just over 140. The 4C was still pulling, and hard. The 4.5-second claim feels entirely plausible (at least for the base, ultra-lightweight car), but the drama imparted by the refreshingly short, closely-spaced gearing makes the 4C feel even quicker than it is.
Of course, the lack of sound deadening in the carbon-fiber passenger cell adds to that impression. Impressively, the cabin is isolated from the sounds of pebbles smacking the underbody, but the engine’s noises pass through the carbon-fiber firewall so completely that you can clearly hear the tick-tick-tick of the fuel injectors. And the constant whooshing of the turbo—which is an especially delicious treat when it dumps boost, rally-car-style, out of its chattering wastegate.

The light weight means Alfa was able to forego power steering, and that’s a huge bonus for those of us distraught over the torture inflicted by today’s de rigueur numb, artificial electric power steering. To experience a modern car with unassisted steering is a revelation—and though it’s not quite as communicative or light as a Lotus Exige’s helm, the 4C’s small, thick, flat-bottomed steering paints a palpable picture about the forces its chassis is coping with.
The rack itself is fairly quick—2.7 turns lock-to-lock—and steering effort ramps up dramatically as cornering loads increase. Combined with the shape of the wheel, the high effort all but guarantees that you’ll have blisters on your hands after a day of canyon carving.
The blisters will match your sore cheek muscles, because you’ll have also suffered from perma-grin. The Alfa 4C is a brilliant car to drive, with a commendably supple ride and yet zero wasted body motions. Alfa’s mini-Ferrari uses a supercar-style control-arm suspension up front and plain ol’ struts at the rear. Porsche has long proven that struts are just fine (the Cayman uses them all around), and Alfa’s decision to use them in the rear is, according to engineers, because of width constraints in packaging the transverse engine and gearbox. More likely, however, is that the company started by moving the Giulietta/Dart front driveline to the rear wheels and developed the 4C from there.
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.

The seats are far more comfortable than their skinny padding suggests, but the passenger side of the 4C isn’t much fun. The HVAC control pod squishes your left knee, and the dashboard swells out toward your torso, making you continually want to move the seat backward. Or recline it. Neither of which you can do.
On the driver’s side, however, there’s a ton of legroom, and though there’s barely any view to the rear, you’ll never hear a complaint from the driver of a 4C. Not about the driving position—though the bottom-hinged brake pedal does take some getting used to.
And if you look at the pedal, you start noticing some telling things about the 4C: the pedal is attached directly to the vacuum booster, which is right there in the cabin with you, sticking through the uncarpeted carbon floor. The underside of the dashboard is completely exposed, allowing a view of the tubes and cables that form the inner workings of the manual heater controls.
The three round controls feel like they were plucked from the cheapest parts bin in the Fiat Group, as does the hard, scratchy plastic that forms the dashboard. I was expecting to find a Fisher-Price “My First Ferrari” sticker somewhere on the interior, because while the whole thing looks quite nice, it’s constructed of the same quality materials as a Barbie Corvette.
The biggest offender is the base headlight surround, which is a charcoal-colored hard plastic that was, unsurprisingly, completely absent from the vehicles that Alfa made available to drive or photograph. Our test cars all had the optional carbon-fiber headlight surrounds, which turn the unfortunate-looking headlamps from corporate embarrassments to discussion-piece design elements. Rumor has it that the 4C project ran out of money, and Fiat corporate dictator Marchionne refused to expand the budget by a few million euro to develop bespoke headlights. So the 4C makes do with off-the-shelf Hella halogen projectors embedded in those multi-faceted surrounds. If dysfunction is part of Alfa’s legendary charm, it’s alive and well in the headlights and interior.

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.
Except of course the 4C doesn’t really weigh 2028 lb. That rather outrageous claim is perhaps where the Alfa Romeo most resembles its big brother Ferrari. Clearly, the urge to publish “optimistic” specifications is a family thing.
When pushed about the U.S.-spec 4C, Alfa Romeo engineers started quoted all kinds of different changes. Some are due to regulations (side and knee airbags), some to customer tastes (air conditioning, a moveable passenger seat, a radio—things that American car buyers expect for 50 grand. Or 15, for that matter.) Alfa Romeo brand boss Harald Wester smiled and said the weight penalty could perhaps be 100 pounds. But the engineers admitted the U.S. cars could weigh more than 2500 lb.
Before you panic, remember that a 2500-lb 4C would still be nearly 500 lb lighter than a Porsche Cayman. Oh, and with its proportions—2.5 inches wider and 4.3 inches lower—and gorgeous looks, it makes twice the visual statement. (Even if it has one fourth the trunk space—the 4C has no openable front hood, so there’s no storage there. Its rear trunk will fit a rollaboard suitcase. In the interest of weight savings, there are no struts to hold it open, just an old-fashioned prop rod.) In defense of the Alfa, it is 15.4 inches shorter than a Cayman. (The 4C is much closer in size to a Lotus Elise. The Lotus is 6.4 inches shorter—but it’s a massive 5.7 inches narrower, too. Cute car, but it’s got nothing on the Alfa, proportions-wise.)

The Cayman is really the 4C’s only natural competitor, then. And it’s got an ace up its sleeve: a manual transmission, something Alfa Romeo says it never seriously considered. This is surprising considering the focus on light weight elsewhere (the DCT is heavier than a manual), and it’s certainly a shame, because the Alfa would be more fun with a clutch pedal.
But at least this DCT is a great one. (For now. We won’t be surprised to hear that the dry clutches don’t last long in hilly topography or city traffic.) And the shift paddles are in keeping with the Ferrari-esque driving experience, though they’d do far better to be located on the steering column instead of the steering wheel. Especially when you’re wrenching the heavy wheel in tight turns.
The 4C brings Alfa Romeo back to the U.S. market at the perfect time: just as the four-cylinder Lotus has disappeared and the mid-engine Porsches have lost their charm. The big question is how well the car will withstand its big U.S. weight gain. Will it still accelerate, brake, and handle bumpy back roads like a Ferrari? Will we get the no-muffler, all-awesome exhaust? Will it still ride well with all the extra mass? If so, you’d be perfectly justified in replacing the Alfa badges with prancing horses and telling your neighbors you just bought a Ferrari 4C Bambino. After all, even if the driving experience is diluted by ten percent, it still looks the part.
Clique para expandir...
 
gtabarth disse:
Não acho que seja por pontuar ou deixar de pontuar que venha ao de cima isto ou aquilo.

Mau era que não pudesse ser melhor numa coisa ou noutra.

Pelo que já se leu e viu / ouviu o carro não é apenas "bom".
Clique para expandir...

Quanto teve um cayman, cayman s ou exige s, alguém sabe ?

Eu concordo que o carro seja muito bom numas coisas e só razoavel noutras, a média é bom [;)]

Digam o que disserem e seja quem for, isto com um bom motor atmosférico ainda era outra loiça [:cool:]
 
v7 disse:
Quanto teve um cayman, cayman s ou exige s, alguém sabe ?

Eu concordo que o carro seja muito bom numas coisas e só razoavel noutras, a média é bom [;)]

Digam o que disserem e seja quem for, isto com um bom motor atmosférico ainda era outra loiça [:cool:]
Clique para expandir...

Cayman - 4 estrelas
Cayman S - 5 estrelas
Exige V6 - 5 estrelas
 
v7 disse:
Quanto teve um cayman, cayman s ou exige s, alguém sabe ?

Eu concordo que o carro seja muito bom numas coisas e só razoavel noutras, a média é bom [;)]

Digam o que disserem e seja quem for, isto com um bom motor atmosférico ainda era outra loiça [:cool:]
Clique para expandir...
Cayman 4*
Cayman S 5*
Boxster S 5*
 
v7 disse:
4 estrelas na EVO é bom, mas não é fantástico ......

toda a gente gosta do carro, mas quando o pontuam vem ao de cima que ainda podia ser melhor numa coisa ou noutra.
Clique para expandir...
Faltou-lhe um bocadinho assim. Sai um danoninho.

Mais a sério, era esperado.
Vou fazer figas para que a Alfa continue a desenvolver este carro, até porque a história recente mostra que eles são muito bons no que toca a reaproveitar.[:D]
 
v7 disse:
Quanto teve um cayman, cayman s ou exige s, alguém sabe ?

Eu concordo que o carro seja muito bom numas coisas e só razoavel noutras, a média é bom [;)]

Digam o que disserem e seja quem for, isto com um bom motor atmosférico ainda era outra loiça [:cool:]
Clique para expandir...

Não sei que "pontuação" tiveram, pelo menos de cabeça.
Nem o Elise S (que é o mais próximo do 4C em preço).

Não será razoável em algumas coisas, será mesmo fraco ou muito fraco.

Especificamente, em condução: parece ser 5 estrelas.

Estética: 5 estrelas com a "questão" dos farois, que pode descer para "4" para algumas pessoas.

A questão do motor NA maior já debatemos, claro que seria mais apetecível ainda.
 
gtabarth disse:
Não sei que "pontuação" tiveram, pelo menos de cabeça.
Nem o Elise S (que é o mais próximo do 4C em preço).

Não será razoável em algumas coisas, será mesmo fraco ou muito fraco.

Especificamente, em condução: parece ser 5 estrelas.

Estética: 5 estrelas com a "questão" dos farois, que pode descer para "4" para algumas pessoas.

A questão do motor NA maior já debatemos, claro que seria mais apetecível ainda.
Clique para expandir...
2012 Lotus Elise S 1.8 supercharged review and pictures | evo

[;)]
 
Deve fazer início de sessão ou registar-se para responder aqui.
Voltar
Superior