Italian. Mid-engine design. Carbon fiber structure. That pretty much sums up a Lamborghini Aventador. The 4C from Alfa Romeo- remember them- can save you 300 grand on all that. Well-optioned this one’s a steal at 64 thousand bucks (SOUND UP) I’m Tom Voelk with Driven for The New York Times. There’s no real exterior model badge but come on, no one’s going to confuse this with a Honda Civic. (ON CAMERA) Alfa Romeo left the U.S. back in 1995. Their comeback is a pure driver’s car. Maybe too pure for some. Describing the driving dynamic as direct is akin to calling Everclear a beverage. Throttle response, electronic stability control, and transmission mapping can be adjusted, but even in it’s tamest mode, 4C makes a Miata feel like an old Lexus. (ON CAMERA) For enthusiasts who feel electric power steering is too numb, good news, Alfa’s gets no assist at all. Feather light at just under 2,500 pounds (SOUND UP) 4C can streak to sixty in about four and half seconds, signaling law enforcement for miles. Sonically and visually, it sneaks up on no one. (ON CAMERA) This is not for the Lincoln Town Car crowd, the engine is right here (SOUND UP) You really hear it. Not a bad thing. It is a loud thing though, especially with the racing exhaust, which pretty much eliminates the muffler. Fuel economy is not half bad. Track grade brakes (SOUND UP) are painfully effective. Alfa’s 1750 cc aluminum engine bristles with tech, including an after-run pump that, once the engine is shut down, protects the turbo by circulating the oil until it cools. (SOUND UP) The four-cylinder with 237 horsepower and 258 lb-ft of torque is mounted to an aluminum cradle, which is attached to the carbon fiber tub. So are front and rear structural cells. Shifting is done with a twin-clutch six-speed gear box, the same one found in the Dodge Dart (SOUND UP) tuned differently of course. Driven slowly about town, it lacks some refinement. 4C is best when pushed hard (SOUND UP) Power delivery can come on fast, I find myself maintaining turbo boost with constant light throttle pressure to smooth the dynamic. The stiff suspension will personally introduce to you every crack, pebble, and rut in the road. Because of that, 4C’s natural habitat is the track, it’s much more like Lotus Elise than Porsche Cayman. 59 percent of the weight rests on the rear tires. Cornering is heroic but 4C requires full attention while in motion. In return, it delivers unique unfiltered driving thrills, with awful visibility out the back. (ON CAMERA) Granted, I’m not the most flexible guy in the world but the 4C is not the easiest car to get into. Given the cacophony, the stereo’s nearly worthless. The wheel is perfect, the optional stitched leather dashboard is lovely to behold. Carbon fiber reinforced seats are snug for big guys, but headroom is generous for tall, or helmeted drivers. (ON CAMERA) Alfa has a unique way of insisting you will wear your seatbelt. (BEEEEEEEPPPPP!!!) I think I’m bleeding from the ears. If the sun is at your side, tough. There is little in the way of storage, this is the glove box. Alfa Romeo added airbags and 100 pounds of carbon fiber to meet U.S. safety regulations. (ON CAMERA) Thinking of taking the 4C on a road trip? (SOUND UP) Go alone. With endurance and earplugs. Unlike Cayman, there’s no storage here, it’s where your feet go. 4Cs lightweight composite skin is Italian sculpture to rival Michelangelo’s David. Lets hope future U.S. Alfa Romeo offerings are half as stylish as this weekend toy, (SOUND UP) and much less high strung. PARAGRAPHS Alfa Romeo left the American market back in 1995. In all of ‘94 they sold 523 cars. Ford sells three times that many F-Series trucks. Everyday. Alfa simply couldn’t justify the huge investment needed to comply with safety and emission standards the U.S. was mandating. Leaving with a whimper, they return with a bang. During my three days with the 4C, I’ll guesstimate over 100 gawkers interrupted my photo shoots, more than any car I can remember. At least one driver nearly ran off the road trying to catch a second glimpse. Che bello macchina indeed. Forgotten by the mainstream, only a few enthusiasts understood it was Alfa Romeo’s return. Those aficionados know all about 4C’s mid-engine design, carbon fiber tub construction, lightweight composite skin, and relative bargain price. The Launch Edition is a steal at $64,800. Don’t be surprised to find dealers charging $10,000 for mandatory “paint sealant“. Alfa will bring 1,000 or so 4Cs to the U.S. annually, double the number they sold 20 years ago with twice as many models. Rumor has it they’re going fast. Oh yes, that goes for performance too. At under 2,500 pounds, 4C streaks from 0-60 in 4.5 seconds. The 237 horsepower 1,750 cc aluminum engine bristles with tech, including an after-run pump that- once the engine is shut down- protects the turbo by circulating the oil until it cools. The six-speed dual-clutch transmission with push button operation is a retuned version of the unit found in a Dodge Dart. Driven slowly about town, it lacks some refinement. It behaves better when driven hard. The occasional art collector will bite, but 4C is intended for driving enthusiasts who want a pure unfiltered performance dynamic. Better connected than Bill Clinton at the Democratic National Convention, it’s crazy fun for romps on tight winding roads. It’s also loud, stiffly sprung, and intolerant of lazy pilots. With peaky power delivery and steering that demands your full attention, 4C is not a comfortable car to drive 180 miles from Portland OR, to Seattle, WA. Ask me how I know (but please speak up). Afterwards, my own Mazda Miata felt like a 1980’s Buick LaSabre. Squint your eyes and you’ll see the silhouette of Alfa’s 33 Stradale, built from 1967-69. A total of 18 were made. There’s a much better chance of snagging one of the 500 Launch Edition 4Cs disembarking onto American soil after voyaging from Modena. If future U.S. Alfa Romeo offerings are half as stylish (and much less high strung) as this weekend toy, Alfa Romeo has a shot at becoming the Italian Audi it’s gunning for.