Alfa Romeo 4C vs Ford Tourneo Custom (2024)

People might wonder if there’s a reason to buy an Alfa Romeo 4C. It has some great dollar-for-dollar competitors - the Alpine A110 does most of the things the Alfa does, but in a more polished way. And then there’s the Porsche 718 Cayman, which is a considerably more, well, considered option.

But there is no doubt the 4C stands alone, a sort-of cut-price alternative to a Maserati or Ferrari, and nearly as rare to spot on the road as those cars, too. And just like the rollercoaster at Luna Park, it’s the sort of car that’ll leave you wanting another go.

Within its limited niche, Ford seems to be right on the money with the new Tourneo Custom.

Though van-derived, it’s chosen the right one to be based on, with the sophisticated engineering, well-sorted suspension, strong body and sound interior presentation that are the hallmarks of the latest-generation Transit Custom.

Of course, we need to try the newcomer out on Australian roads, but it is clear that Ford is on a good thing here. And so are consumers seeking a capable, roomy, comfortable and enjoyable eight-seater MPV.

Slap a Ferrari badge on it, and people would think it was the real deal - a pint-sized performance hustler, with all the right angles to get plenty of glances.

In fact, I had dozens of punters nod, wave, mount ‘nice car mate’ and even a few rubber-neck moments - you know, when you drive past and someone on the footpath can’t help but forget they’re walking, and they stare so hard they might well collide with the upcoming lamp-post.

It really is a head-turner. So why does it only get an 8/10? Well, there are some elements of the design that make it less user-friendly than some of its rivals.

For instance, the step-in to the cabin is enormous, because the carbon-fibre tub sills are huge. And the cabin itself is pretty tight, especially for taller people. An Alpine A110 or Porsche Boxster are much more amenable for day-to-day driving… but hey, the 4C is markedly better than, say, a Lotus Elise for ingress and egress.

Also, as smart as it still looks, there are elements of Alfa Romeo design that have moved on since the 4C launched back in 2015. The headlights are the bit that I dislike most - I had a real thing for the spider-eyes lights of the launch edition model.

But even if it isn’t unmistakably Alfa Romeo, it’s unmistakably a 4C.

At this juncture, it’s worth noting that ‘Transit’ and ‘Tourneo’ are now the parent sub-brands for its specially-created Ford Pro division’s vans and MPVs, respectively.

Both T nameplates consist of several children models, like the ‘Custom’ that’s Ford-speak for D-segment-sized as tested here, as there are the smaller ‘Connect’ (C segment – think Renault Kangoo-sized) and even tinier ‘Courier’ (B segment) models we don’t get yet in Australia, as well as the giant ‘Cargo’ (E segment) that we do.

Confused? You’re far from alone.

Anyway, the latest Custom generation of Transits and Tourneos has benefited greatly from a huge engineering rethink.

Now, for Australians who’ve never known the previous-gen MPV version released elsewhere in the world in 2012, this comparison won’t matter much.

But for everybody else, including our NZ neighbours, the 2025 model (that’s nearly two years old now already) is longer and wider than before, with a stretched wheelbase to boot.

Tourneo Custom length, width, height and wheelbase dimensions are 5050mm, 2148mm, 1983mm (approximately) and 3100mm, respectively.

For this iteration of Customs, the front wheels have been pushed forward to create more space in the front part of the cabin, the body is more aerodynamic, the roof remains under 2.1m so height clearances aren’t a worry, the side doors are larger and the floor is lower, both providing easier access.

Oh, and compared to the Transit Custom, the Tourneo Custom has modified springs for better ride comfort.

What we’re saying here is the latter is built-for-purpose for transporting people around, and it shows.

You can’t get into a car this small and expect a lot of space.

The dimensions of the 4C are tiny - it’s just 3989mm long, 1868mm wide and only 1185mm tall, and as you can see from the pictures, it’s a squat little thing. The Spider’s removable roof could be great for you if you’re tall.

I’m six-feet tall (182cm) and I found it to be cocoon-like in the cabin. You feel almost as though you’re tying yourself to the tub of the car when you get into the driver’s seat. And getting in and out? Just make sure you do some stretches beforehand. It’s not as bad as a Lotus for ingress and egress, but it’s still hard to look good clambering in and out of.

The cabin is a cramped space. There’s limited head room and leg room, and while there is reach and rake adjustment for the steering wheel, the seat only has manual slide and backrest movement - no lumbar adjust, no height adjust… almost like a racing bucket. They’re hard like a race seat, too.

The ergonomics aren’t terrific - the controls for the air-con are hard to see at a glance, the buttons for the gear select take some learning, and the two centrally-mounted cup holders (one for your double-shot mocha latte, the other for a hazelnut piccolo) are inconveniently positioned exactly where you might want to put your elbow.

The media system is rubbish. It’d be the first thing to go, if I bought one of these, and in its place would be an aftermarket touchscreen which would: a) actually let you pair to Bluetooth; b) look like it was from sometime after 2004; and c) be more fitting for a car of this price tag. I’d upgrade the speakers, too, because they’re poor. But I can totally understand if those things don’t matter, because it’s the engine you want to hear.

The materials - aside from the red leather seats - aren’t great. The plastics used are similar in look and feel to what you find in second-hand Fiats, but the sheer volume of exposed carbon-fibre does help you forget those details. And the leather pull straps to close the doors are nice, too.

The visibility from the driver’s seat is decent - for this type of car. It’s low, and the rear window is small, so you can’t expect to see everything around you at all times, but the mirrors are good and the forward vision is excellent.

In theory, being based on a van is no bad thing when you need a family MPV.

Being derived from the latest Transit Custom is a much stronger start, though, given all its ergonomic advancements.

These begin with a lofty and expansive driving position allowing for superb vision out, comfortable yet supportive front seats perched up high for that commanding SUV feel, ahead of a large touchscreen that’s angled towards the driver.

The latter features Ford’s 'SYNC 4' multimedia system, that's proven to be fast and intuitive. It's powered by a 5G modem for over-the-air software updates for the scores of modules within the vehicle, and also comes with Alexa voice commands.

Additionally, the Tourneo Custom offers effective ventilation, and easy access to a plethora of storage, including in the doors, behind the configurable digital instrumentation pod, and even within a new space ahead of the front passenger where an airbag used to be (due to it being repositioned above the windscreen).

There are big grab handles to help haul you in and out safely, USB A/C outlets near shelving areas for minimal cable entanglements, lots of LED lighting and several cupholders, including one that folds out of the way to allow walk-through access to the second row.

And speaking of the back seats… here is where the Tourneo shines.

With a massive amount of space in all directions to play with, the middle trio of seats can slide and recline and swivel 180 degrees for social and fun times if required.

Especially as the middle seat of the second row can be folded into a small table with cupholders. Guaranteed to be loved by kids of all ages.

On that subject, ISOFIX child-seat anchorage points are fitted to both rear seat rows, while all individual seats can also be fully removed. When’s the Sundowner version coming?

This is all possible because of the flexible track-based seating system in the second and third rows. This in turn allows all manner of people-to-luggage configurations.

With all seats up in place, maximum cargo length behind the front seats is 2622mm, or between 1280mm and 1790mm behind the middle row depending on seat position, and between 515mm and 725mm behind the third row with all occupants in place.

Translating this all to luggage volume, with all eight seats up, it varies from 673 litres (VDA) to 1045L, 2102L to 2408L in five-seat mode and a handy 4683L with second and third row seating removed.

Plus, there’s storage underneath them and ventilation is provided for all outboard occupants, as well as USB ports, cupholders, individual lights… the works.

It’s really smartly packaged and thoughtfully presented.

Result? The Tourneo combines all the packaging benefits of an MPV with an SUV’s lofty seating, making it very family-friendly and thus easy to live with. It’s a win-win situation.

Yes, it’s a little wider than an SUV, but really, no longer than a Mazda CX-9. So once hesitant consumers realise that the boxy Ford isn’t even that large or long after all, its advantages in transporting lots of people comfortably and securely are undeniable.

The Tourneo is really very easy to live with.

Look, no-one considering an Italian sports car is likely to be wearing their common sense hat, but even so, the Alfa Romeo 4C Spider is an indulgent purchase.

With a list price of $99,000 plus on-road costs, it isn’t affordable. Not considering what you get for your money.

Standard inclusions consist of air conditioning, remote central locking, heated electric door mirrors, leather sports seats with manual adjustment, a leather-lined steering wheel, and a four-speaker stereo system with USB connectivity and Bluetooth phone and audio streaming. It’s not a touchscreen, so there’s no Apple CarPlay or Android Auto, and there’s no sat nav… but the thing about this car is going the fun way home, so forget maps and GPS. And there’s a digital instrument cluster with a digital speedometer - believe me, you’ll need it.

The standard wheels are a staggered set - 17-inch at the front and 18-inch at the rear. All 4C models have bi-xenon headlights, LED daytime running lights, LED tail-lights and dual exhaust tips.

Of course, being the Spider model, you also get a removable soft top and you know what’s neat? You get a car cover included as standard, but you’d want to put it in the shed, as it takes up a bit of boot room!

Our car was even further up the pay scale, with an as-tested price of $118,000 before on-roads - it had a few option boxes ticked.

First there’s that beautiful Basalt Grey metallic paint ($2000), and those contrasting red brake calipers ($1000).

Plus there’s the Carbon & Leather package - with carbon-fibre mirror caps, interior bezels, and a stitched leather instrument cover panel. It’s a $4000 option.

And finally, the Racing Package ($12,000), which includes a staggered set of 18-inch and 19-inch wheels with a dark paint finish, and those wheels are fitted with model specific Pirelli P Zero tyres (205/40/18 up front, 235/35/19 at the rear). Plus theres the sports racing exhaust system, which is awesome, and a racing suspension setup.

Whether you’re a parent with more kids than you care to admit, a hotel operator searching for a civilised airport-run or someone with loads of friends, the new Tourneo Custom has been priced and positioned in such a way that it should make most Australians’ shortlist for an MPV (Multi-Purpose Vehicle, or people mover).

And here’s why.

When it arrives here before the end of the year, the Tourneo Custom will come in two, surprisingly well-equipped eight-seater short-wheelbase flavours.

The base Active from $65,990, before on-road costs, includes a lengthy list of driver-assist tech like AEB, lane support systems and adaptive cruise control. Check the Safety section below to find out more.

It also scores LED headlights, keyless start, tri-zone climate control, heated front seats, a 13-inch touchscreen with a 5G modem, Alexa voice command, wireless Apple CarPlay/Android Auto, satellite navigation, a wireless charger, powered sliding side doors and 17-inch alloys.

The extra $5K for the Titanium X, from $70,990 before ORC, adds a fixed-glass panoramic roof, a 360-degree camera, powered front seats, an audio upgrade, synthetic leather (rather than cloth) seat trim and glossier alloys.

Both grades also include track-based sliding and easily removable second- and third-row seating, with the middle ones also rotatable by 180 degrees for rear-facing travel. More on that later on.

Fun fact. Ford’s been in the MPV space before with some success, so why didn’t it just revive the old Spectron name from the 1980s? The Gen-X kids who are nowadays likely the key demographic would instantly know what the Tourneo Custom is all about.

Anyway, there are cheaper options like the petrol-powered and seven-seater-only LDV Mifa from China, as well as the sleeker and more-SUV-esque Kia Carnival (the segment bestseller, FYI) and related Hyundai Staria eight-seaters, both of which hail from Korea.

But the British and German-engineered, Turkish-built Tourneo Custom is keenly priced and competitively equipped against other mid-sized van-based wagons – namely Japan’s Granvia, the German Vito made in Spain and VW’s T6.1 Multivan equivalent from Hannover.

Clearly there’s lots of MPV competition for the Ford, but the Blue Oval is well-prepared.

The Alfa Romeo 4C is powered by a 1.7-litre turbocharged petrol four-cylinder engine, which produces 177kW of power at 6000rpm and 350Nm of torque from 2200-4250rpm.

The motor is mounted amidships, and it is rear-wheel drive. It uses a six-speed dual-clutch (TCT) automatic with launch control.

Alfa Romeo claims a 0-100km/h time of 4.5 seconds, which makes it one of the quickest cars at this price point.

Like the Transit Custom, the Tourneo Custom comes with a 2.0-litre, four-cylinder turbo-diesel that Ford hilariously calls 'EcoBlue'.

It delivers 130kW of power and 390Nm of torque to the front wheels via an eight-speed automatic transmission. That’s enough grunt for a 2500kg braked trailer towing capacity.

To help keep the circa-2321kg Tourneo Custom in control at speed, there’s a wishbone front end and semi-trailing arm independent rear suspension system out back.

Sadly, though, we’re not going to get the PHEV plug-in hybrid petrol-electric version offered elsewhere, anytime soon.

But, don’t worry, electrification fans, because apparently the E-Tourneo EV version might come to Australia in 2025. Fingers crossed!

Claimed fuel consumption for the Alfa Romeo 4C Spider is rated at 6.9 litres per 100 kilometres, so it’s no miser.

But, impressively, I saw real-world fuel economy of 8.1L/100km, over a loop that included urban, highway and ‘spirited’ driving on twisty roads.

Ford reckons this car is about 100kg lighter than its predecessor, and it’s 13 per cent more aerodynamically efficient, which should translate into lower fuel consumption figures in the real world.

There aren’t any Aussie-specific economy figures available just yet, but the heavier LWB Tourneo Custom we tested in Europe should average 8.2L/100km, according to the WLTP figures.

Driven pretty briskly on German roads, our trip computer begged to differ, saying we slurped diesel at a rate of 11.3L/100km.

For the record, the Tourneo Custom LWB PHEV is rated at just 1.9L/100km. Pie-in-the-sky figures, but our instruments told us in an example we also pounded along the same routes, that it averaged sub-7.0L/100km numbers. Quite a difference there.

Bring on that plug-in hybrid, Ford!

I said that it’s like a rollercoaster, and it really, truly is. The air doesn’t quite rush through your hair as much, sure - but with the roof off, the windows down and the speedometer constantly edging towards licence suspension, it’s a real hoot of an experience.

It just feels so tight - the carbon-fibre monocoque chassis is rigid and super stiff. You hit a cats-eye and its all so sensitive, you could mistake it for having hit an actual cat.

Alfa Romeo’s DNA drive modes - the letters stand for Dynamic, Natural, All Weather - is one of those proper examples of this type of system done well. There’s a marked difference between how these different settings operate, where some other drive modes out there are more sedate in their adjustments. There’s a fourth mode - Alfa Race - which I didn’t dare sample on public roads. Dynamic was enough to test my mettle.

The steering in Natural mode is lovely - there’s great weighting and feedback, super direct and incredibly in touch with the surface below you, and the engine isn’t quite as zesty, but still offers tremendous response on the move.

It’ll be a difficult choice between this and Alpine A110 and aPorsche Cayman

The ride is firm but composed and compliant in any of the drive modes, and it doesn’t have adaptive suspension. It is a stiffer suspension setup, and though the damping doesn’t change in Dynamic mode, if the surface is anything but perfect you will tram-track and twitch all over the place, because the steering feels even more dialled in.

In Dynamic mode the engine offers amazing response when you’re at pace, building speed incredibly and before you know it, you’re in licence loss zone.

The brake pedal requires some firm footwork - just like in a race car - but it pulls up strongly when you need it to. You’ve just gotta get used to the pedal feel.

The transmission is a good thing at speed in manual mode. It won’t overrule you if you want to find the redline, and it sounds tremendous. The exhaust is exhilarating!

With roof on and windows up there’s very noticeable noise intrusion - lots of tyre roar and engine noise. But remove the roof and drop the windows and you get the full effect of the drive experience - you’ll even get some "sut-tu-tu” wastegate flutter. It doesn’t even matter that much that the stereo system is so rubbish.

At normal speeds in normal driving you do need to be considerate of the powertrain because it is finnicky and slow to react at times. There’s notable lag if you’re gentle on the throttle, both from engine and transmission, and the fact peak torque doesn’t come on song until 2200rpm means there’s lag to contend with.

It’ll be a difficult choice between this and Alpine A110 and a Porsche Cayman – each of these vehicles has a very different character. But for me, this is the most go-kart like and it is, undeniably incredibly involving to drive.

The Tourneo Custom drives as you'd expect. It's a large but very manoeuvrable boxy wagon with light steering, responsive handling and a hunkered-down road stance.

Under that snub bonnet is a 2.0-litre, four-cylinder, turbo-diesel engine. This is a single-turbo version of the unit we find in the Ranger, and after a moment’s hesitation due to turbo-lag, it powers forward eagerly. Just like in the Aussie-developed Ford ute.

Backed up by the slick-shifting eight-speed auto, around town, the Tourneo Custom feels easy and light on its feet, and seems to find the right gear as required.

Aiding its urban capabilities are a tight turning circle, excellent vision afforded by the huge windows, lofty seating, a clear camera and large mirrors.

There was plenty of sound deadening in our test vehicle, because the engine sounded muffled and distant, as it responded strongly at speed to throttle inputs.

With just one person to carry around, you’d call the Tourneo Custom’s performance strong. How it feels with all seats occupied, we’ll have to wait and see.

There’s a decent wedge of torque, though, and most diesel rivals offer similar engine outputs without too much trouble.

Again, we’ll have to wait and see on Australian roads what it feels like with the Brady Bunch being carted around out back!

Where the Tourneo Custom shines compared to other van-based rivals is that it’s more enjoyable to drive and better to ride in, with natural and linear steering, accurate handling, reassuring grip and a settled ride.

Part of the reason why is that Ford has introduced a specially-tuned independent rear suspension system across the Tourneo Custom range, meaning it seems to dodge the all-too well-known fidget and harshness normally associated with van-based MPVs.

There is some road drone coming through from the back, and the ride can become a little bit busy over some imperfect surfaces anyway. But, generally, for an airport-run style eight-seater people mover, the Ford does the job with plenty of aplomb.

Refined and fun to drive, the Tourneo Custom could turn out to be the driver’s – as well as the passenger's – pick of eight-seater MPVs in Australia. Again, only local testing will confirm that, but first impressions over in Europe are promising.

You’re in the wrong spot if you want the latest in safety technology. Sure, it’s at the cutting edge because it has an ultra strong carbon-fibre design, but there’s not much else happening here.

The 4C has dual front airbags, rear parking sensors and an alarm with tow-away protection, plus - of course - electronic stability control.

But there are no side airbags or curtain airbags, there’s no reversing camera, there’s no auto emergency braking (AEB) or lane keep assist, no lane departure warning or blind spot detection. Admittedly - there are a few other sports cars in the segment which lack safety smarts, too, but

The 4C has never been crash tested, so there’s no ANCAP or Euro NCAP safety score available.

The Tourneo Custom with 'Safety Pack', expected to be standard for Australia, and recently received a four-star (from a possible five) Euro NCAP rating.

Full specifications are yet to be confirmed for Australia, but we know that it will include several airbags (front, front-curtain, front-side, front centre and rear curtain for both rows), AEB with car-to-car, cyclist and pedestrian detection as well as intersection assistance, front and rear parking sensors, a reversing camera, lane keeping assistance, blind-spot warning, rear cross-traffic alert and adaptive cruise control.

The AEB system kicks in from 5.0km/h while the lane-support systems start at 60km/h.

There are also ISOFIX anchor points in both rear rows.

More info will drop closer to the Tourneo Custom’s local launch.

If you’re hoping that a ‘simple’ car like the 4C will mean low ownership costs, you might be disappointed in this section.

The Alfa Romeo website service calculator suggests that over 60 months or 75,000km (with service intervals set every 12 months/15,000km), you will have to fork out $6625 total. For a breakdown, the services cost $895, $1445, $895, $2495, $895.

I mean, that’s what you get when you buy an Italian sports car, I suppose. But consider you can get a Jaguar F-Type with five years of free servicing, and the Alfa looks like a rip-off.

The Alfa does, however, come with a three-year/150,000km warranty plan, which includes the same cover for roadside assist.

Ford also provides security in the form of a five-year/unlimited kilometre warranty, as well as seven years of conditional roadside assistance. Service intervals are every 12 months or 30,000km – whichever comes first.

Finally, there’s also fixed-price servicing outlined on the company’s website, with the first five workshop visits averaging a not insubstantial $739 each.