The 8C is a truly Italian expression of a sexy two-seater built for the wider world. It is as exhilarating as we hoped and not just due to the drive experience. Whether the 8C is painted lighter 8C Red (10 percent of orders), darker Competition Red (65 percent), black (15 percent), or Racing Yellow (just six cars ordered thus), the 8C is a funk-era sex-a-machine. This has turned out to be Alfas finest calling card possible for re-entering the North American market especially, and, though not an ideal strategy overall, with the humble resources Alfa has at its disposal we agree that this is the best foot forward.
With a body in carbon composite, and the greenhouse enclosure between the front and rear bulkheads likewise, the 8C feels light enough from the drivers perspective. It is not an ultra-nimble track demon that wants to break records through the cone slalom, but it can be joyously muscled and throttled around to do our bidding while at the limit.
In truth, owners getting one of the five hundred total 8C coupes to be built and delivered through late 2008 are not going to race. The 8C is a hot package inspired by a terrific racing heritage and that is all it wants to be for now. As we drove one in both black and 8C Red (the black one felt better and well explain why) along a sunbathed Balocco test track, however, we decided that it wouldnt take rocket science to alter an 8C into a serious GT competitor for endurance racing. It has the right basic attitude as we glare out the windows to the upcoming curves.
Whereas we still feel that the steel chassis is a heavier compromise due to its weight and greater flex (borrowed directly from the Maserati Quattroporte and recent GranTurismo), the denser feel of the steel is what makes the 8C (or either Maserati) such a fantastic cruiser and rocket through sweeping curves. At the end of our various drives on the day, we actually appreciated the steel solution and sense of substance versus other feather-weight solutions that would lack that weightiness. And the steel flex is at least somewhat wrangled in by the stiff carbon composites up top. In addition, though the chassis is borrowed from Maser, the entire rear end structure is re-done to be shorter in length and to accommodate the cars battery as Alfa intended.
From curve to curve, there is a true 50:50 face-off between oversteer and understeer tendencies, but it is up to the driver to decide which dynamic wins out, since the big 20-inch Pirellis and solid throttle input to the rear axle are both reliable tools here. Steering could be more communicative on the 8C, but its actually all right in its general feel. Whether we leave all stability aids switched on or we knock out the Vehicle Dynamic Control entirely, the drives balance is very good. Again, the 8C is thankfully a car that needs the driver to take charge and make strategic decisions; the car will not run away with you.
Oh, the black car felt nimbler overall because it had mounted the optional lighter racing wheelset costing north of $10,000 and weighing forty percent less than the stock wheelset. Ten percent of orders so far have opted for these.
Our final tease mention is for the outstanding exhaust tune. Not only do the quad pipes growl well on acceleration, but the back pressure during deceleration and transitional moments with down shifts makes for an utterly intoxicating and very classic Alfa loud and deep percolating symphony.
