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Driven: Alfa 8C Spider

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This car is possibly the most Italian thing on the planet; even more Italian than smiling indulgently as your suspiciously black-haired elderly Prime Minister appoints former topless models to the cabinet or attempts to bed an eighteen-year old. So it makes no sense to translate the Alfa Romeo 8C Spider’s name into dull, humble Anglo-Saxon. Even Alfa’s staff with their near-flawless English don’t bother to Anglicize it, and simply refer to it as the otto-chee as one tosses me the keys.

So otto-chee it is, then. But is the noisy, gorgeous otto-chee Spider actually any good, or are we in danger of being seduced by a La Scala-standard tenor in a perfect Brioni suit?

If price alone conferred supercar status there’d be no debate. The 8C Competizione coupe, of which 500 were made, cost £112,000 in the UK. The Spider, of which another 500 were made from 2009 with 35 coming to the UK, cost an eye-watering £174,000. Objectively, that price was hard to justify. The Ferrari California, with its more aristocratic badge and folding hard-top costs a good BMW 3-series less. But the looks, the noise, the name and the rarity are plainly enough; value for money isn’t a consideration, and they both sold out fast. You can still buy them from dealers, of course, but demand means you’ll pay closer to Spider money for a low-mileage coupe now.

So what do you get for your fifth of a million euros? The engine is the same as the coupe’s: a Ferrari-cast, Maserati-derived 4.7-litre V8 making 450bhp and maybe the most extraordinarily exuberant noise of any car on sale. The pulchritudinous looks are as good as the coupe’s too. The best-looking, best-sounding car of recent years? Quite possibly, and for many the debate ends there.

And it is very loud; the exhaust maintains a constant conversation with you when just manoeuvring; you’ll turn heads even when parallel parking. At higher revs it hardens into a hollow bellow with a prolonged crackle and bang when you shift gear. The Alfa engineer – Italian, naturally – who took me out for a couple of familiarization laps at the firm’s Balocco test track gave up trying to describe it - or make himself heard over it - and just started waving his right arm in the air in a lassoing motion when he thought it sounded particularly nice, which was most of the time.

This is a fast, powerful car, but at the risk of sounding terminally spoiled, it isn’t that fast; not quite fast enough to justify that price or put any significant distance between the 8C and rivals at a fraction of the price. A 0-100kmh time of 4.5sec and top speed of 290kmh are very nice to have regular access to, but aren’t significantly quicker than a Porsche Carrera S, and are appreciably behind the sub-four of the California.

But while the engine disguises an average performance - by the standards of the class - with sharp responses and a showy exhaust note, the handling is very well-judged but just doesn’t excite you. The steering is weighty, direct and quick enough but mute; experience rather than sensation tells you that the car will go where you point it. Same with the brakes; now carbon-ceramic, they’re long in travel and lacking in feel.

Objectively, the 8C Spider doesn’t have the specification or the dynamics to justify the price. But it doesn’t need them, because the more Alfa asked for the 8C, and the rarer it made it, the less it competed in any objective sense with other supercars. Those lucky enough to have one will have Ferraris already and won’t be blind to the otto-chee’s shortcomings. But they’ll also love Alfas, and know that this is one of the stand-out cars in the firm’s storied, century-long history.

And it bodes well for the new 4C. That car might be very different in specification and price; it will cost around £40,000, and deliver a similar sub-5-second 60mph time but with a 232bhp four moving just 850kgs. But the intent is the same; a bespoke, low-volume sports car to keep us in love with Alfa, and most importantly keep the brand in America until the Mitos and Giuliettas get there in force. The 8C did all of that. It’s still doing it. We think the 4C will do the same, and be just as ineffably Italian.

Alfa’s 4C Concept

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When Alfa unveiled the 4C at the Geneva show early in 2011, there was a completely polarised reaction. Even the hardcore Alfisti weren’t unanimously supportive of the arrival of the little competitor to the Porsche Cayman.

Their appetite for a small, accessible and sporty two-seater Alfa in the grand tradition of the Duetto Spider had been wetted by the Pininfarina Duettotantta concept released in 2009, which many insiders were sure was a harbinger of a production model to come.

This was certainly not that.

This was something altogether different.

For many the 4C looked alien, removed from the grand Alfa tradition of producing charismatic, passionately conceived cars that bore clearly the imprint of the human hand. This cars looks seemed awkward, the fluid, windtunnel and CAD wrought lines aping its senior sibling the Otto-Chee and (whisper it) had something almost German about it.

As in all areas of automotive passion, aficionados are a tough bunch to please. Every time a new, superior 911 emerges from Zuffenhausen the cognoscenti produce glottal clicks and suck their teeth – until the opinion makers slice through the mire and the issue in question has been proclaimed classic.

And such, ultimately is the way of things. And we certainly think the 4C will experience a similar critical trajectory.

Funnily enough, we were amongst the nasayers when we saw the metallic cherry hues of 4C that was presented in Geneva. But on reflection, and seeing the ‘Fluid Metal’ rendition which currently sits on show at Frankfurt, we think the aesthetic problems were all to do with the paintjob and the press shots. Call us design queens, but when you look at the newly presented version, the audacity of the 4C’s fluid angles are laid clear to even the most critical eye.

And see that tricolor on the door mirrors. That is red, green and white, baby – not in any way black, red and gold…

Ultimately the 4C is indeed spiritual offspring of the Duetto Spider. Like the star of The Graduate, it’s small, stylish and (relatively) affordable at around £38,000.

You’d have to been blessed with the critical facilities of a rocking horse not to notice the all carbon-fibre body’s design relationship to the 8C – and also that of the incredibly carnal 33 Stradale.

Italian firm Dallara created an evolution of the composite tub that was used in KTM’s pocket rocket the X-Bow . In the 4C, though, they are combined with aluminium front and rear subframes.

All this hi-tech material helps keep the overall weight of the 4C down to around 850KG. That’s pretty light, and when married to a centre-rear mounted 250bhp version of the 1.75-litre turbo petrol engine found in the MiTo and the Giulietta, it’s sure to fly.

There’s also that twin clutch gearbox articulating the power to the rear wheels. The running gear, too, is evolved from the X-Bow’s 60/40 rear/front weight distribution setup. it's gonna be a lively, fleet-footed beast alright.

The result, Alfa reckons, will mean a sub five second sprint to 60 with a top-end of around 155 – and that’s without the trad tweaks that will come with the planned Abarth version.

When it comes down to it, we reckon that there's a lot of folk in the market for a Cayman-esque sportster who are going to want to buy into the otiose glamour of the Alfa brand.
20,000 of these on our roads by the end of 2012?

That'll certainly make our streets and more interesting place....

Duettotantta Concept

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There’s a lot in a name. Especially for Alfisti. It was pronounced ‘duet-o-tanta’. The 2uettottanta was Pininfarina’s headline act of the Geneva Motor Show back in March 09.

The name, as well as being calculated to draw legions of fans to the Pinin’s stand, was of course an homage Alfa Romeo’s past – but wasn’t in the end a harbinger of the company’s future.

Ever since the discontinuation of the Spider - one of the mainstays of true Alfisti passion, there had been rumour, wishful thinking and false dawns of the launch of a new version.

So when Pininfarina introduced the Duettotantta concept, we could have been forgiven for thinking this was going to be a real, live, breathing Alfa spider.

But it didn't happen. And the concept will forever be cast into that group of woefully lusted after might-have-beens, along with that 'new E-Type' and the 'new Muira'.

The ‘2uetto’ part of the concept’s moniker referred to the influence of Alfa’s classic Duetto model and ottanta – 80 in Italian – to the number of years Pininfarina has been designing cars. It was indeed a live, working concept (though it wasn't based on a existing Alfa platform).

The driving position was low slung, just the Duetto spider itself – and there was pleasingly attentive detailing with scalped, sculpted flanks and that pinched rear end that evoked the Disco Volante (and of course, that E-type).

The most obviously interesting element of the design was of course those angled, aerodynamic cowlings over the headrests, and the iridescent strips as head and tallights. There was also a mixture of machined aluminium and other hit-tech bits and bobs in a package which was, in the end, spoon-feeding an eager public a little too simply.

The target market at the time was, of course, the class-leading rivals such as the Porsche Boxster and Audi TT Roadster - where the 4C concept (which really is going into production next year) will aim higher - the Cayman/Evora crew.

Wether or not the Duettotantta would have outstripped the 4C is destined to remain speculation. What's sure that it was one of the most enticing teases in recent automotive history.

Alfa’s New Giulietta

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hipstamatics by Paul O'Connor

When the first Giulietta was launched to the public in 1954 it was the first truly mass-market Alfa Romeo. It was pretty but practical, stylish but reliable, functional yet passionately conceived. And it’s these core values, of course, which the FIAT corporation have sought to infuse into the latest guise of the Giulietta and sell to a public ready for a new generation of cars bearing the Alfa brand.

Looking at the lines of the latest version of the model, you can see the influence of the 147's genetic code – especially from the rear. In our opinion that’s a positive. And in any case, this is an entirely new platform – not a money saving clone with a redesigned superstructure from the canny FIAT board. As a five door, five seater hatchback it is of course talking a crowded marketplace – the perennial crowned prince of which is the GOLF. But this is, if nothing else, just a little bit different.

The Look
Look at the styling cues for one. Look at the chiselled features of the face, with its hi-tech lampage, arched, undulating droop in the snoot (which reminds us vaguely of the Vauxhall Firenza) and the dynamic looking spitters and scoops that make up its Latinate chin.

If it wasn’t for the horribly huge, offset UK registration plate (a perennial problem on recent Alfas) this would be a classically bold design, one which captures the essence of its family’s highest end supercars and packages it prettily for the mid-range punter.

From the side pleasingly scalped panels bolster the extruded nose and pull in tight to that snug, hunkered hind. The turbine style alloys are unusual and striking. The cloaked rear door handles (like on a Civic) and tiny, angled c-pillar gives this relatively spacious 5 seat setup the outward appearance of a much smaller coupé – a clever attempt to appeal to the thirty something bloke with a young and growing family.

The overall package doesn’t look revolutionary – more an evolutionary style shift with pleasingly aesthetic touches – perfectly befitting the badge and the sector.

The Drive
The tweaked, entertaining version of a standard format then, from the outside appearance, – and out on the road a similar result is achieved. That award-winning 1.4 MultiAir Turbo breathes an impressive 170 horsepower toward the front wheels – and there’s multilink rear suspension at the back with a MacPherson strut system on the front.

The package feels nicely responsive and gives great feedback. Keep it in dynamic mode (using the unobtrusive DNA switch at the foot of the dash, and this feels just as an Alfa should feel. In higher speed direction changes you can really feel that rear end’s hunkered down, positive aspect. This has probably as much to do with the innovative materials used in the stiff, light and strong chassis that this completely new design has employed and the ‘dual-pinion’ active steering system that we don’t really understand but can sense is doing something right.

Put it this way. This thing flies round a rural roundabout with much more aplomb than any Golf we’ve ever piloted.

The Result
Ultimately, this is a great little car that’s fun enough to entertain someone who truly enjoys dynamic driving and is big enough to cart round the kids. It’s unusual enough, possessed of just the right amount of rake to qualify as a cool car – yet it’s accessible, frugal and will be very reliable and economic (though we are no fans of stop-start motoring). Our main criticism is the less than intuitive interior switchgear. Apart from that, we’d heartily recommend it. Looks like they’ve pulled of a Giulietta job for a new generation.

Underground Alfas

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Alfetta 158/159
These derivatives dominated the first two years of the F1 world championship, winning between 1947 and 1951, an incredible 47 of the 54 grand prix it entered. This car was thus quintessence of Enzo Ferrari’s dictum that the most beautiful car is the one that wins. The long, graceful nose contained a 1500cc straight-eight supercharged engine, and that leather seat was occupied with supreme style by Juan Manuel Fangio. Need we say more?

2 Alfasud Giardinetta

The Sud’ wasn’t the prettiest car in designer Giugiaro’s portfolio but anyone who has driven one will testify that its supreme chuckability more than makes up for its workaday looks. Not far short of a million of these pocket rockets sold during its sixteen year currency. The Giardinetta wagon would be the utility vehicle with supremely leftfield Kudos.

3 105 - Series GTA_M

The lightened, larger-engined M derivative of the Bertone bodied GTA is our favourite for its mystic phatness. Built by Autodelta – Alfa’s motorsport workshop as well as pieced together as an idea in various other private operations, no-one really knows how many true examples there are, which only adds to the appeal. There’s something about that Guilia design that reeks of high-octane Italian testosterone.

4 Canguro

For our money the Canguro concept, built on the platform of the Guilia TZ2 racing car, is one of the most aesthetically appealing machines ever to bear the Alfa badge. At the other end of the ugly scale to the ‘Sud, the Canguro is a mellifluous flow of Giugiario drawn curves and angles blended together with the unity of a true masterpiece. Unique magnesium wheels, check. Starkly cool interior, check. Curved, glazed cabin, yessiree.

5 166

The 166 was a woefully neglected Alfa. The result of the company’s attempt to step up to the challenges of BMW and Audi motorway-eating executive rides, it had in its earliest form that audacious droop-eyed, wedgy stance that put many people off. This was updated with a very successful facelift in 2003 – but we loved the early version too. It drove brilliantly, ate oil by the supertanker (especially the 3Litre V6) and if you didn’t treat it with kid gloves it deteriorated like a fragile starlet with obsessive-compulsive disorder. So much more stylish than and interesting than the ubiquitous A4 - and these days you can pick them up for a song.

6 Disco Volante

The Disco Volante (flying saucer) was based on the very lovely 1900 series of cars, and were racing concepts that, many insist, inspired Malcolm Sayer’s epoch making E-Type Jaguar. If you’d ever wondered where the otherworldly lines and curves of the E-type came from, this is a revelation. Only a fistful were ever produced, one for the great Fangio himself.