Looking at the 2015 Alfa Romeo 4C in its U.S.-market guise, you might think that it’s the same animal as the European model, only with the usual rash of federal emissions-compliance gear onboard. You would be wrong. Alfa Romeo reps recently showed us around the North American version of the 4C, and during the walk-around we were able to hammer out exactly what makes the North American version of the little Italian sports car different from the one sold everywhere else. The list is more comprehensive than you probably expected.
Bumpers and Lights: Naturally, U.S. regulations differ from European ones, so while our 4C looks nearly identical to the Euro-spec model, there are key visual differences. The rear bumper is new, and it incorporates bulging Dagmars on either side of a narrowed license-plate-mounting nacelle, in place of the original 4C’s more elegant Euro-plate mount. Although the headlight and taillight internals appear to be the same, they are actually totally new to comply with federal lighting laws, and U.S. buyers won’t be offered the European car’s optional “bug-eye” lights; that’s okay by us, because those are ugly.
Carbon-Fiber Monocoque: The U.S.-market 4C’s central carbon-fiber tub is unique, with the fibers laid differently throughout to tailor the structure for federal crash tests. Consider us surprised to learn that Alfa Romeo altered more than just the bolt-on front and rear subframes.
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Weight: Speaking of American crash tests and extra equipment, they’re responsible for nearly all of the U.S.-spec car’s weight gain over the European version. The unique carbon-fiber tub is 92 pounds heavier, while other tweaks—an adjustable passenger seat (required by U.S. regulations), side and knee airbags, and standard air conditioning (46 pounds on its own)—add up to a total claimed weight difference of 342 pounds between a base Euro model and ours.
Tuning: Whenever a hot European car comes stateside, we’re always pessimistic about its tuning. A car’s transition to accommodate “American tastes” almost always ruins the suspension tuning, for example. But lo and behold, the U.S.-market 4C’s only suspension changes are mild bushing tweaks to account for its heavier curb weight plus a switch from cast-aluminum suspension pieces to steel ones for durability.
Happily, none of the U.S.-spec 4C’s changes significantly alter the car’s lusty driving experience—even the added mass doesn’t ruin things—and parked side-by-side, most people would be hard-pressed to spot the differences. In fact, we’re keen to focus on 4C content shared with both the U.S. and Euro versions: Manual steering that feels absolutely amazing, a stripped-down interior, the (optional) lack of a muffler, the same 237 turbocharged horsepower, and those saliva-gland-stimulating looks.
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