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4C Performance Products

4C Performance Products

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Supersprint- Rear exhaust...

<p><span>756304 </span></p> <ul class="breadcrumb component"><li class="active">ALFA ROMEO 4C Coupè "Launch Edition" (1750cc - 241 Hp) 2013 -&gt; aka: Performance sport exhaust for ALFA ROMEO 4C "Launch Edition"</li> </ul><h3 class="ng-binding">Rear exhaust for ALFA ROMEO 4C "Launch Edition"</h3>
Price $445.00

Alfa Romeo 4C Rear...

<p>Supersprint 4C Y pipe for center exhaust. </p> <p>Supersprint end tips are mandatory for production of the Y exhaust. They must be fitted for installation. </p> <p>Special order. </p> <p>*No cancellations once ordered</p> <p>4-6 weeks</p> <p></p>
Price $459.00

Alfa Romeo 4C Turbo...

<p>Alfa Romeo 4C  Turbo downpipe + Metallic catalytic converter-Supersprint</p> <p></p> <p>*No cancellations once ordered</p> <p>4-6 weeks</p>
Price $1,980.00

ECU TUNE: Alfa Romeo 4C by...

<p style="margin:0px 0px 1.5em;padding:0px;font-size:22px;line-height:1.66;color:#393939;font-family:Gotham, Helvetica, Roboto, Arial, sans-serif;"></p> <p style="margin:0px;font-size:30px;line-height:normal;font-family:Raleway;color:#dd000e;"><b>Squadra tuning 4C ECU tune. </b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:30px;line-height:normal;font-family:Raleway;color:#dd000e;"><b>Now offering Renowned tuner, Squadra Tuning.</b></p> <p style="margin:0px;line-height:normal;font-family:Raleway;color:#181818;min-height:13px;"></p> <p style="margin:0px;font-size:20px;line-height:normal;font-family:Raleway;color:#dd000e;">Available for tuning here in the US. Bench tuning done in house and shipped worldwide. </p> <p style="margin:0px;font-size:20px;line-height:normal;font-family:Raleway;color:#dd000e;min-height:24px;"></p> <p style="margin:0px;font-size:20px;line-height:normal;font-family:Raleway;color:#dd000e;">Chiptuning "Alfa Romeo 4C “</p> <p style="margin:0px;line-height:normal;font-family:Raleway;min-height:13px;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:Raleway;color:#424242;min-height:16px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#e6000e;"><b>What can we do to improve to a 4C?</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>Well, in terms of torque and power gains it was quickly pretty clear, there is no much to gain. An improvement of about 40 Nm/29.5ft-lb has quite an impact on a car of 900 kg/1984.16lb. The power gain of 24 hp is also significant. Especially if one understands that only increasing the turbo pressure is not going to give the maximum power at a 4C. Much more needs to be done. The software is equipped with many calculation models for the exhaust gas temperature. When it reaches a certain value, the mixture is made considerably richer. As a result, lower power. In practice, this limit is already reached when you launch from a dead stop fully loaded and reach 5000 RPM in 4th gear. In 5th and 6th this will even happen earlier in the RPM range.. On a rolling road, it depends on how it is measured. A quick measurement (less than 10 sec.) it’s fine. With a slower measurement it’s not. In stock parameter the limit is set at around 800˚C degrees exhaust gas temperature. Every tuner knows that a turbo can easily handle 950˚C. This is a calculation model, we maintain some of those margins, just to be safe. When the strategy becomes active under really tough conditions, the enrichment we apply is less strong than the factory does. If low octane fuel is used, the system will detect pinging and retard the ignition. The calculation model is provided for this. If the ignition is corrected, regularly, the exhaust gas temperature is calculated higher. In short, a beautiful model that you have to use as a tuner, provided you understand how and why.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#e6000e;"><b>Some other tricks</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#900006;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>Another trick to generate more reliable power is to change the operation of the electronic thermostat. Stock it is set @ 92˚C/198˚F when driving slowly. That’s set purely for the emissions. Great, but when a driver suddenly wants to accelerate quickly then engine is too hot and has already lost power potential. We decided to modify this strategy so the engine temperature is set around 80˚C/176˚F. The engine temperature is now lower when you want to accelerate full throttle, allowing for more Hp.Tq to be available. Therefore, it generates more instant power compared to the hot engine</b></p> <p style="margin:0px;line-height:normal;font-family:Raleway;min-height:13px;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:Raleway;color:#424242;min-height:16px;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:Raleway;color:#0e0e0e;min-height:16px;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:Raleway;color:#900006;min-height:16px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#e6000e;"><b>Be careful</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#900006;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b><span style="color:#424242;font-family:Raleway;"><span style="font-size:15px;">We are convinced (with </span><span style="font-size:15px;">evidence)</span><span style="font-size:15px;">  that there is a lot of tuning software that is not equipped with such well thought through modifications. We also know that there are promises from other tuners of insane power gains that are not possible. That said, we know that components nor the engine will last with such increases. Every turbo has its limits. For example, we know that the catalytic convertor is a big restrictor in the exhaust system. Without it the power increases about 20 bhp. This means there is very high back pressure to begin with. Increasing power in this situation will result in bad things happening.</span></span></b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>A short, performance tests on a rolling road is something completely different compared to a much longer full throttle situations on the open road.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>It’s a matter of finding the right balance between turbo pressure and the desired level of pre-ignition. Too much pressure gives a more retarded ignition timing and therefore less power instead of more. Too much retarded ignition also increases the exhaust temperature which can even result in some mis-firing.</b></p> <p style="margin:0px;font-size:30px;line-height:normal;font-family:'Helvetica Neue';color:#e6000e;"><img width="1045" height="800" src="" class="attachment-content-block-image size-content-block-image" alt="" style="color:#000000;" /></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#545454;background-color:#ffffff;min-height:16px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#e6000e;"><b>Driveability</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#900006;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>Let's talk about the 4C’s drivability! Even a car like the 4C should be easy to maneuver through the city/town etc. On the open road it can be loose and on a mountain pass or circuit it must excel. In the case of rain and snow, however, it must be severely restrained. Well that’s possible, that’s why Alfa came up with the DNA+R system.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>Unfortunately though, the Alfa engineers made no effort at all to vary the torque and power between the DNA+R modes. They are all the same 350 Nm/240 hp. We think it’s pretty irresponsible to drive with 350 Nm and 240 hp in the All weather “rain and snow” mode. The Alfa engineers did make different throttle responses in all DNA+R modes, but again not very well thought out  We adjusted them with a more logical approach which has resulted in a better driving car in all situations.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>Below is a table where it all can be clearly seen.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#545454;background-color:#ffffff;"><img width="602" height="277" src="" class="attachment-content-block-image size-content-block-image" alt="" style="color:#000000;" /></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;min-height:18px;"><b></b></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#545454;background-color:#ffffff;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#111111;background-color:#ffffff;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#111111;background-color:#ffffff;"><img width="1280" height="814" src="" class="attachment-content-block-image size-content-block-image" alt="" style="color:#000000;" /></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#e6000e;"><b>A, N, D and Race mode</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#900006;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>We de-tuned the </b><span style="color:#0a2a59;"><b>All Weather mode</b></span><b> to 250 Nm and 190 hp which is plenty still to drive reasonably. But the throttle reaction isn’t as explosive. You could almost call it lazy but let's not, let's call it restrained. But in really bad weather conditions, that’s what you want to stay in control.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>We have also de-tuned the Normal mode a bit, 300 Nm and 220 hp in combination with a more direct throttle response. Slightly less responsive than standard but more dosable to stay in control. Superb for “normal”driving.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>The real tuned torque and power is in Dynamic and Race mode. The Race mode is the same as the Dynamic mode in terms of throttle response. The power and torque is also maximized. 390 Nm and 264 hp. Full potential in the Dynamic mode but still with an electronic safety net of the ESP/ABS etc. In the Race mode, all electronic safety nets are switched off.  Stock, the situation was such that the engine was already full torque and power @ 60% acceleration peddle position. That’s not the case anymore after tuning. The 390 Nm and 264 hp are distributed over almost the full stroke of the accelerator peddle.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#424242;"><b>The final result better modulation/dosability of this light weight road racer. The Alfa 4C Squadra stile.</b></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#0e0e0e;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#da0016;"><b>Results</b></p> <ul><li style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#0e0e0e;"><span style="line-height:normal;font-family:Times;"></span><b>Developed for usage of RON98 fuel. (91 Octane is acceptable) </b></li> <li style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#0e0e0e;"><span style="line-height:normal;font-family:Times;"></span><b>Higher idle speed</b></li> <li style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#0e0e0e;"><span style="line-height:normal;font-family:Times;"></span><b>Smoother throttle response in all mode.</b></li> <li style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#0e0e0e;"><span style="line-height:normal;font-family:Times;"></span><b>Modified exhaust gas temperature strategy (limit)</b></li> <li style="margin:0px;font-size:15px;line-height:normal;font-family:Raleway;color:#0e0e0e;"><span style="line-height:normal;font-family:Times;"></span><b>Modified thermostat control</b></li> </ul><p style="margin:0px;font-size:15px;line-height:normal;font-family:Times;color:#0e0e0e;background-color:#ffffff;min-height:18px;"></p> <p style="margin:0px 0px 0px 36px;text-indent:-36px;font-size:15px;line-height:normal;font-family:Times;color:#0e0e0e;min-height:18px;"></p> <p style="margin:0px;font-size:15px;line-height:normal;font-family:Times;color:#424242;background-color:#ffffff;min-height:18px;"></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#111111;background-color:#ffffff;"><img src="" alt="4C-240pk-EN-768x587.gif" style="color:#000000;" /></p> <p style="margin:0px;font-size:14px;line-height:normal;font-family:'Raleway Light';color:#111111;background-color:#ffffff;min-height:16px;"></p>
Price $759.00

NITRON R1 coil over set -4C

<ul id="productlist"><li> <h2>NTR R1 SYSTEM </h2> <p></p> <div class="edit"> <p>The NTR R1 system offers unrivalled performance and value with a design that gives drivers a wide range of effective, easy to use damping control.</p> <p>2-Way combined damping adjustment. Developed from our full race suspension and sharing many components with the R3 system, the R1 offers exceptional performance, reliability and value for both road and track use. Widely praised by drivers around the world and respected for out-performing considerably more expensive suspension kits.</p> <p>R1 kits provides uncompromising quality, reliability and performance without the need for a remote canister. Fade-resistant and hand built with ultra-low friction components, the R1 shock is made to last on the road and track.</p> <div>The high-grade materials protect against corrosion whilst reducing weight. Every R1 kit is custom built, sprung and fully serviceable. Titanium hard-anodised parts are hand built to last not only season after season, but also the harshest of winters.</div> <div></div> </div> </li> <li>NITRON coil over set with adjustable preload and a single dial which adjusts the compression and rebound damping together. Weights, front 2.2 kg (4.85 lbs) rear 5.5 kg (12.12lbs)</li> <li><span>R1 is a Single adjustable compression and rebound control made with an ultra-light materials. </span></li> </ul>
Price $2,895.00

NITRON 3-way damping shock...

<h2>NTR R3 SYSTEM </h2> <p></p> <div class="edit"> <p></p> <div class="edit"> <p>The NTR R3 system sets the standard for ultimate performance with a design that offers drivers and engineers unparalleled damping control.</p> <p>3-Way independent damping adjustment. By incorporating our class leading large diameter piston and ultra-strong piston rod, the R3 system demonstrates outstanding levels of performance, damping control and adjustment. Piggyback or remotely mounted reservoir allows quick and simple independent adjustment of rebound and fast and slow compression damping. The large range of adjustment and quality of feedback allows the experienced driver to fully exploit the full potential of their car. The R3 is a proven race winner and lap record holder across a wide spectrum of international motorsport formulas.</p> <p>The high-grade materials protect against corrosion whilst reducing weight. Every R3 kit is custom built, sprung and fully serviceable. Titanium hard-anodised parts are hand built to last not only the lengthiest endurance races, season after season, but also the harshest of winters.</p> <p></p> <div class="edit"> <p><b>Bi-Axis Hose Fittings</b></p> <div>NTR Hose shocks are fitted with Nitron’s exclusively developed Bi-Axis fittings that allow for simple and precise installation.</div> </div> </div> </div> <p><br class="Apple-interchange-newline" /><br /></p> <ul id="productlist"><li>Piggyback fronts and remotely mounted reservoir for the rear allows quick adjustment of rebound and fast and slow compression damping.</li> <li><span>R3/triple adjustable, independent rebound, low comp/high speed comp. With remote reservoirs, ultra-light materials. Specify Fast Road or track when ordering. </span></li> </ul>
Price $3,945.00