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Originally Posted by NoMore335

Looks like an Elise & Porsche got put together. I'll take an Elise or Exige instead.

Yeah, I know... it's hard to qualify the Alfa Romeo 4C. Actually, it doesn't have any direct competition from a single brand in that you always have to mention both Porsche or Lotus but neither in isolation to find something with a slight resemblance. Let's us say that it represents the best of both Porsche and Lotus worlds. It's that good!

And, you definitely will find a better replacement for your sold 335xi with the Alfa 4C than with any Lotus in terms of some everyday practicality without losing any of the Lotus best dynamic attributes - non power assisted steering included.

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As we could see from the fuel-efficiency formula, the 'magical' formula, something is missing on the above M4 specs and I think this time we won't need SCOTT's help to figure out what it is...

It's obvious that the tiny turbos from the N54T engine mounted in the 1M (picture below) are not able to run enough boost to sustain 422 PS (416 hp) flat from 5400 to 7000 rpm, thus a much BIGGER turbo becomes a necessity:






However, as you all know with big turbochargers comes big turbo-lag. So, the new S55 engine will be the first ever series production engine to be equpiped with an electric actuated turbocharger in a biturbo arrangement where the electrically driven compressor is placed after the main 'BIG' conventional turbocharger and intercooler in the charge air path. The biturbo arrangement uses both a turbine wheel driven by the exhaust gas stream, and an electrically driven turbine that accelerates to very high speeds in an extremely short time. The so arranged new electrically-powered turbocharger would create power more efficiently and also have less turbo lag. When the main turbocharger’s energy output is low, the air is directed into the electric compressor and is compressed there a second time thus boosting the power at low revs. Then, that in combination with BMW's VALVETRONIC technology (absent in the 1M engine) means increased performance and fuel efficiency:

First, here's an explanation of the electric turbo's individual parts (as labeled in the diagrams):
1) turbo layout
2) turbine
2') turbine axle
3) compressor
3') compressor axle
4) electric motor (and alternator)
5) turbo axle
6) (turbine axle) clutch
7) (compressor axle) clutch
8) gearing

We've highlighted and colored the following schematic diagrams to show how the technology works:

Unlike a traditional mechanical turbo layout, (exhaust) turbine and (intake) compressor aren't fixed on the same axle. Via the clutches #6 and #7 both the turbine and the compressor can be uncoupled from the turbine axle (#5). When the engine is idling or coasting, both clutches are open and an electric motor (#4) can operate without any load. Via gearing (#8) the speed of of the e-motor and the turbo axle can be further adjusted.

If the driver steps on the pedal the clutch (#7) closes and connects the electric motor (#4) to the compressor (#3). Due to the inertia of the (running!) electric motor, the compressor spools up quickly and compresses enough air to make for a fast engine response, which results in less lag. The turbine (#2) which wouldn't be able to spool up the compressor quickly enough is decoupled due to the clutch (#6) still being open.

Once the turbine (#2) has reached a certain speed, the clutch (#6) closes and both the turbine and the electric engine are used to run the compressor (#3).

When maximum boost is reached, the electric motor switches to an alternator mode, generates power for the battery, and avoids the turbine exceeding a certain speed. This renders a wastegate needless and ensures sure no energy from the turbine is wasted. If the driver backs off the accelerator, both clutches (#6, #7) open and the electric motor can continue running without any load from the turbine or the compressor.

According to BMW's patent application, this invention makes for a great engine response, particularly during the transition from idling to load. It also renders a wastegate needless and adds efficiency.

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The S55 engine's 2-stage variable biturbo employs different size twin-scroll turbos - a small ELECTRIC one (see above pictures) for quicker spool up at low rpm and a large turbo to take care of higher rev. They are connected in series so that the boost pressure from one turbo is further multiplied by another turbo. The distribution of exhaust gas is continuously variable, so the transition from small turbo to big turbo can be made seamless. The complete biturbo arrangement with a 4-cylinder engine example is as follows:

LOW RPM RANGE

The exhaust flap is closed. All the exhaust gas drives the small turbo, which provides all boost pressure in this phase. The large turbo runs idle and does not contribute to compression.

MEDIUM RPM RANGE

The large turbo is now brought into action, so that both turbos run together. Depending on load, the exhaust flap opens increasingly and feeds exhaust gas to both turbos. The large turbo pre-compresses the air, which is then cooled in the intercooler and raised to higher boost pressure in the small turbo.

The check valve remains closed, since the large turbo's boost pressure is still lower than that of the small turbo.

HIGH RPM RANGE

Only the large turbo compresses the air, because more air can flow through it than the small turbo. The exhaust flap is now completely open and the entire exhaust gas flows through the large turbo, which produces maximum boost.

The check valve is opened by the gas flow from large turbo. This bypasses the small turbo.

TWIN-SCROLL TURBO

Because of the lack of interferences of the two separate exhaust paths, it allows to use larger valve overlapping that is not possible on single-scroll turbo. Larger valve overlapping results in better scavenging effect - when both inlet and exhaust valves are opened, the exhaust flow helps sucking fresh air into the combustion chamber and driving away the residual exhaust gas. Therefore the combustion chamber is filled with colder, "higher quality" air and benefits volumetric efficiency.

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What I'm seeing as a viable option for the new M3/M4 is the fusion of the following two arrangements from BorgWarner (see pics below) using BMW's patented electrically assisted turbocharger in place of the electrically driven compressor, the so called eBooster. With such arrangement the electrically assisted exhaust turbocharger would be equipped with as small a turbine as possible so that the rotating blades have a small mass moment of inertia in order to guarantee favorable response and to keep the acceleration performance requirements placed on the electric motor as low as possible. On the other hand, since in the BMW's patented electrically assisted turbocharger the compressor can be uncoupled from the turbine axle via a clutch then if the system is equipped with the corresponding electronics, a load can be placed on the electrically driven exhaust turbocharger by the electric motor when there is an oversupply of exhaust gas. The electrically driven exhaust turbocharger would then operate as a generator in a controlled manner, i.e. braked, so that a predefined rotating blade speed, meaning a suitable electrical charging, is attained. The braking energy is then released as electrical power into the electrical system of the vehicle in accordance with the efficiency chain. This way it renders a wastegate (and the check valve) needless because above the speed of the electrically driven exhaust turbocharger at which the BIG (twin-scroll) turbocharger in the system "passes" the small electrically driven exhaust turbocharger, i.e. when the BIG turbocharger provide the degree of charging required without support from the small electrically assisted one, the small electrically driven exhaust turbocharger, now decoupled from the compressor via a clutch, can be allowed to spin down naturally or can be regulated down in a controlled manner for the sake of energy regeneration and, hence, efficiency. The distribution of exhaust gas is continuously variable, so the transition from small turbo to big turbo can be made seamless. Depending on load, the exhaust flap opens increasingly and feeds exhaust gas to both turbos (see pics above). The benefits that can be gained using this system in terms of the transient response are determined solely by the capacity of the vehicle electrical system. The potential for improvement in the transient operating characteristics depends primarily on the amount of electrical power available and the electrical infrastructure of the vehicle. The main advantage of two-stage systems over single-stage units is that two different sized compressors can be connected in series so that an optimized map is available for each air flow rate range. When the two maps are combined, the resulting map has a power curve with a significantly expanded useful map width. At operating points where there is little exhaust gas available, the two-stage compression reaches a higher overall charging pressure level earlier. The charging system allows, as a two-stage compression variant, an increase in the intermediate pressure curve regardless of how much exhaust gas is available, thus is used to improve the transient performance as well as to increase the steady-state characteristics. The potential is only limited by the electrical system of the vehicle.

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You really need an Alfa 4C to beat the baby AMG...

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I don't know who Brett Edbrook is but I really envy him...

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Kamui presented Eugene Kaspersky with the damaged nose of the F60, which now holds pride of place in the CEO’s Moscow office: an unusual memory of a day that confirmed the robust nature – the Kaspersky Lab logo wasn’t even touched by the crash – of the link with the Scuderia.

'It's a very nice gift,' Kaspersky told Kamui. 'It's an artifact manufactured in Italy and 'sketched' by a Japanese and now it has its best hanging here in Moscow!' The references to the art world stem from the fact that, as can clearly be seen in the photo, the logo of the Scuderia's first Russian partner remained almost untouched during the crash.

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Gentlemen, choose your options...

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Alfa 4C full specs:

Overall Length * 3989 mm
Overall Width * 1864 mm
Overall Width / door mirrors * 2090 mm (1864 mm without mirrors)
Overall Height * 1183 mm
Wheelbase * 2380 mm
Chassis * carbon fiber monocoque
Dry Weight (ISO 1176:1991 cod. Iso M01-4.1) * 895 kg
Number of Cylinders and Displacement 4 cylinders, * *1742 cc
Engine Mount Position * Mid
Engine Orientation * Transverse
Max power * 241/6000 rpm
Max torque * 350Nm/2100-3750 rpm
Front Brake Type / Discs Size **Ventilated drilled discs / 305×28 mm (4 pot)
Rear Brake Type / Discs Size * Ventilated drilled discs / 292×22 mm
Maximum deceleration during braking (g) * 1.25
Braking distance 100–0 km/h (m) * 36
Front Suspension Type * Double wishbone
Rear Suspension Type * McPherson
Acceleration 0-100 km/h * 4,5 sec
Top speed * 258 km/h
Maximum lateral acceleration (g) * 1.1
Drive Type * Rear Wheel Drive
Transmission * Alfa TCT (Dual Dry Clutch) 6 speed + reverse
Steering * mechanical rack and pinion (2,75 lock-to-lock)
Fuel Tank Capacity (liters) * 40
Fuel Consumption (l/100km) on Combined Cycle * 6,8
Fuel Consumption (l/100km) on Urban Cycle * 9,8
Fuel Consumption (l/100km) on Extra-Urban Cycle * 5,0
CO2 Emissions (g/km) * 157
EU Emissions Standard * E6
Efficiency class * G
Boot Capacity (dm3) * 110
Number of seats * 2

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Alfa 4C's complete brochure:

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Originally Posted by GoingTooFast

Using the above formula we can set the Alfa Romeo 4C as the benchmark:

• Alfa Romeo 4C -> 4.5 x 6.8 + (2.0 x 1020/100) =51.0

At 1195 kg (1120 kg + 75 kg) and doing 4.0 sec from 0 to 62 mph, to equal the fuel-efficiency rate of the Alfa 4C it had to have a fuel consumption of:

[51.0 - (2.0 x 1195/100)] / 4.0 = 6.8 l/100 km


which is exactly the same quoted fuel consumption figure for the Alfa 4C, however with 335 hp (more 95 hp than the 4C) this racing version of the Toyobaru can't possibly match the lighter Alfa 4C quoted fuel consumption figure , therefore the Toyobaru even in this racing version still has a worse fuel-efficiency rate than the Alfa 4C, which is almost impossible to beat without diesel :

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Simply beautiful...

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Some Alfa history:

Alfa Romeo Automobiles S.p.A. (Italian pronunciation), sometimes simply referred to as Alfa, is an Italian manufacturer of cars. Founded as A.L.F.A. (Anonima Lombarda Fabbrica Automobili) on June 24, 1910, in Milan, the company has been involved in car racing since 1911, and has a reputation for building expensive sports cars. It was owned by Italian state holding company Istituto per la Ricostruzione Industriale between 1932 and 1986, when it became a part of the Fiat Group, and since February 2007 a part of Fiat Group Automobiles S.p.A.

The company that became Alfa Romeo was founded as Società Anonima Italiana Darracq (SAID) in 1906 by the French automobile firm of Alexandre Darracq, with some Italian investors. In late 1909, the Italian Darracq cars were selling slowly and a new company was founded named A.L.F.A. (Anonima Lombarda Fabbrica Automobili, English: Lombard Automobile Factory, Public Company), initially still in partnership with Darracq. The first non-Darracq car produced by the company was the 1910 24 HP, designed by Giuseppe Merosi. A.L.F.A. ventured into motor racing, with drivers Franchini and Ronzoni competing in the 1911 Targa Florio with two 24 HP models. In August 1915 the company came under the direction of Neapolitan entrepreneur Nicola Romeo, who converted the factory to produce military hardware for the Italian and Allied war efforts. In 1920, the name of the company was changed to Alfa Romeo with the Torpedo 20-30 HP the first car to be so badged.

In 1928 Nicola Romeo left, with Alfa Romeo going broke after defense contracts ended, and at the end of 1932 it was rescued by Benito Mussolini's government, which then had effective control. The company struggled to return to profitability after the Second World War, and turned to mass-producing small vehicles rather than hand-building luxury models. In 1954 it developed the Alfa Romeo Twin Cam engine, which would remain in production until 1998.[citation needed] During the 1960s and 1970s Alfa Romeo produced a number of sporty cars, though the Italian government parent company, Finmeccanica, struggled to make a profit so it sold the marque to the Fiat Group in 1986.

Alfa Romeo has competed successfully in many different categories of motorsport, including Grand Prix motor racing, Formula One, sportscar racing, touring car racing and rallies. It has competed both as a constructor and an engine supplier, via works entries (usually under the name Alfa Corse or Autodelta) and private entries. The first racing car was made in 1913, three years after the foundation of the company, and Alfa Romeo won the inaugural world championship for Grand Prix cars in 1925. The company gained a good name in motorsport, which gave a sporty image to the whole marque. Enzo Ferrari founded the Scuderia Ferrari racing team in 1929 as an Alfa Romeo racing team, before becoming independent in 1939.


Road cars:
1910-1920 24 HP
1910-1911 12 HP
1911-1920 15 HP
1913-1922 40-60 HP

1921-1922 20-30 HP
1920-1921 G1
1921-1921 G2
1922-1927 RL
1923-1925 RM
1927-1929 6C 1500
1929-1933 6C 1750

1931-1934 8C 2300
1933-1933 6C 1900
1934-1937 6C 2300
1935-1939 8C 2900
1939-1950 6C 2500

950-1958 1900
1951-1953 Matta
1954-1962 Giulietta
1958-1962 2000
1959-1964 Dauphine

1962-1968 2600
1962-1976 Giulia Saloon
1963-1967 Giulia TZ
1963-1977 Giulia Sprint
1963-1966 Giulia Sprint Speciale
1965-1967 Gran Sport Quattroruote
1965-1971 GTA
1966-1993 Spider
1967-1969 33 Stradale
1967-1977 1750/2000 Berlina

1970-1977 Montreal
1972-1983 Alfasud
1972-1984 Alfetta saloon
1974-1987 Alfetta GT/GTV
1976-1989 Alfasud Sprint
1977-1985 Nuova Giulietta
1979-1986 Alfa 6

1983-1994 33
1984-1987 Arna
1984-1987 90
1985-1992 75
1987-1998 164
1989-1993 SZ/RZ

1992-1998 155
1994-2000 145
1994-2000 146
1995-2006 GTV/Spider
1997-2005 156
1998-2007 166

2000-2010 147
2007-2009 8C Competizione
2008-2010 8C Spider
2003-2010 GT
2005-2010 Brera
2005-2011 159
2006-2010 Spider


Racing cars:

1911 15 HP Corsa
1913 40-60 HP Corsa
1914 Grand Prix
1922 RL Super Sport
1923 RL Targa Florio
1923 P1
1924 P2
1928 6C 1500 MMS
1929 6C 1750 Super Sport
1931 Tipo A
1931 8C 2300 Monza
1932 Tipo B (P3)
1935 Bimotore
1935 8C 35
1935 8C 2900A
1936 12C 36
1937 12C 37
1937 6C 2300B Mille Miglia
1937 8C 2900B Mille Miglia
1938 308
1938 312
1938 316
1938 158
1939 6C 2500 Super Sport Corsa
1948 6C 2500 Competizione
1951 159
1952 6C 3000 CM
1960 Giulietta SZ
1963 Giulia TZ
1965 GTA
1965 Tipo 33
1968 33/2
1969 33/3
1972 33/4
1973 33TT12
1976 33SC12
1979 177
1979 179
1982 182
1983 183
1984 184
1985 185
1993 155 V6 TI

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