Gac Aion Ut vs Alfa Romeo 4C

What's the difference?

The Aion UT is a cleverly-specified little hatchback and a great entry-point into electric motoring. The software needs a bit of work from a usability perspective, plus the spongy ride and cutesy styling might not be for everyone. 

However, with strong points including driving range, cabin space and value, there’s even a pitch for it in some cases to be an only car compared to most of its price rivals, which are more likely to be thought of as a second car runabout in a two-car garage.

The pick of the range is definitely the entry-level Premium. It comes in at a headline-grabbing price with specs to blow rivals out of the water, while only missing out on a few luxuries.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

GAC tells us the UT hatch was designed in Milan, Italy, but it also isn’t ashamed of the Chinese influence on its overall appearance, like the ultra-short bonnet and Chinese city-car style face.

Along the side it has a modern, aerodynamic profile, and the ultra-short overhangs and long wheelbase maximise the amount of room for batteries under the floor and interior space.

The rear feels a lot like a modern Mini, with its bulbous tailgate and protruding light clusters, spiced up with a sporty spoiler piece jutting out.

It’s not a bad looking thing and it’s available in an array of fun colours.

On the inside it seems to follow the established rule-book of Chinese automakers, with plush trims, big screens with minimal physical buttons as well as a contemporary two-spoke steering wheel.

There’s a trendy floating console which hosts the cupholders and wireless charger on the Luxury grade, and an array of interesting patterns and textures through the doors and dash which you wouldn’t have once seen on a car at this price-point.

However, it is worth noting that while the seats are quite nice, and the steering wheel is a stand-out touchpoint, the trims on the doors and across the dash-top are hard plastics, more so than some of this car’s rivals.

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. 

In terms of interior space, the Aion UT stands out with its spacious cabin. At 182cm tall, I am easily able to find a comfortable seating position, and visibility out the front sides and rear, while not as good as some small SUVs, isn’t bad.

There’s lots of headroom, and while I mentioned the hard plastic door cards before, there’s enough padding everywhere your elbows are going to touch to make it feel a bit nicer than perhaps it is.

The main drawback of this car for me is the lack of tactile buttons and the frustrating software.

The main screen isn’t particularly well utilised, being taken up by either a background or the navigation map, with an array of typically small shortcuts across the bottom for important features like the climate control or settings menus.

You can pre-set a few information panels which sit above the shortcut bar as in many rival cars and there’s also a shortcut tray which can be hosted on the driver’s side and configured with a variety of shortcuts and settings.

It’s just a bit clumsy to use, and the array of poorly-labelled settings menus for things like active safety equipment feel needlessly complicated.

I’d love to see this car with physical controls for climate and multimedia to make it easier to live with.

Up front the storage is decent. There are big pockets in the doors and a large storage tray between the driver and front passenger thanks to a flat floor. There’s also a slightly weird storage box under the touchscreen which has a net inside, good for more delicate objects you don’t want flying around the cabin.

On the floating console there are two cupholders which are a bit too shallow for my liking, and the wireless charger feels almost pointless because its made of a hard plastic, so your phone just slides right off in the corners. The cabled outlets are hidden beneath which allows for tidy cable management and the centre armrest console box is a healthy size.

The rear seat is comparatively basic, although touches on the key points. Its main advantage is how generous the space is. My frame was able to fit behind my own driving position with heaps of room for my knees, and just enough room for my head despite the dip in the roof for the sunroof shade in the Luxury-grade car we tested. There may be even more headroom in the base car.

The flat floor makes the space useful even for three across in a pinch and there’s a drop-down armrest with (again, shallow) cupholders. There are pockets on the back of both front seats and smallish pockets in each door. The array of soft trims continues, too, and the back of the centre console features a partially adjustable air vent. Luxury spec cars get a single USB rear power outlet.

As with many Chinese cars in this segment, the generous rear seat space comes at a cost to the boot. It measures just 321 litres, which is slightly smaller than its main opponents in this category, although larger than some hatchbacks like the Toyota Corolla, for example.

It has its advantages, though. The floor is two-tiered, and can offer a flat load area with the rear seats folded down, or a deeper boot in its lower position. Underneath there’s a cutaway good for charging equipment and the tyre repair kit (sorry, no spare wheel in here).

Unlike some EVs, the Aion UT doesn’t get a frunk (front boot) for additional storage.

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.

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. 

The Aion UT has a front-mounted electric motor producing 150kW/210Nm. That’s plenty punchy for any hatchback at this price, and I like the way the brand hasn’t messed around with a sub-100kW motor in the base variant to push prospects towards the top-spec car.

It’s more powerful than all of its closest rivals and at the time of writing you’ll have to spend four to six thousand dollars more to get into something equivalent from BYD, Chery, Jaecoo, Leapmotor or MG.

It even has a claimed 0-100km/h sprint time as low as 7.3 seconds.

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. 

The Aion UT has a 60kWh lithium-iron phosphate (LFP) battery pack, which grants it a WLTP-certified 430km of driving range.

That’s more than its closest rivals, like the entry-level Ora Standard Range (310km), BYD Dolphin Essential (410km) or BYD Atto 2 (345km).

Claimed efficiency is 16.4kWh/100km and the car I tested returned a consumption of 14.0kWh/100km over a 130km route of mixed conditions, which isn’t bad at all.

Charging speeds are less impressive, but realistically appropriate for the relatively small battery. The peak DC charging capacity of 87kW means a charge time which the brand quotes at 24 minutes, but this is from 30-80 per cent. Expect closer to 40 minutes for a 10-80 per cent charge.

AC charging is decent, at 11kW. This should have you charging from 10-80 per cent between four and five hours.

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.

The drive experience can be where a lot of Chinese cars fall down but I walked away less frustrated by the Aion UT.

That’s not to say it will behave as you might expect a low-slung hatchback to. The suspension, for example, is extremely soft as it maintains its original Chinese-market state-of-tune.

This makes the car waft over imperfections on city roads. And in that sense it offers supreme ride comfort in the scenarios it was designed for. However, at the extremes, like some speed bumps, or particularly deep pot holes there can be a surprisingly violent re-bound sending a thud through the cabin.

The other trade-off for soft suspension is less body control. I was surprised to find that the Aion UT holds it together mostly well on a flat country B-road, but when undulations and big dips introduce themselves, the soft suspension can be too slow to react, making the car lose confidence in higher-speed open road scenarios we’re more used to in Australia.

The steering, like many electric cars in this category, is relatively heavily electrically assisted. This makes it light and easy to adjust at low speeds for easy park and maneuverability in the confines of a city. It loses a little bit of road-feel at higher speeds but the Aion UT’s steering is far from the least connected I’ve experienced recently.

One thing it can’t be criticised for is a lack of power. With 150kW instantaneously available the Aion UT has some serious poke and while the ChaoYang tyre package is tuned more for efficiency than grip, it’s again not one of the worst I’ve driven with.

One thing which helps the whole experience along is this car’s hatchback layout. With the weight of the battery low and squat and the wheels all the way out to the edges of the frame, the Aion UT inherently handles decently compared to an electric crossover or small SUV.

Like all Chinese cars, the UT has a host of occasionally frustrating driver aids, which you can read about in the Safety section below. While I was inclined to turn some of the features off after testing them, the alerts are relatively quiet and non-invasive.

Is the UT any good to drive? It’s not bad for the segment, I was largely pleased with how it handled and the power on offer, and while it still has its annoyances, they’re not big deal-breakers. 

The MG4 rear-drive is a better allrounder, while the GWM Ora isn’t as good. I’d say it’s on par with the BYD Dolphin, but they excel in different areas. The Dolphin's a bit sharper in terms of handling but the Aion UT is more comfortable.

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 a Porsche 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.

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.

GAC covers this electric hatch with an eight-year and unlimited kilometre warranty, while the brand’s “magazine battery 2.0” is covered by a separate eight-year and 200,000km warranty. Five years of roadside assistance is included.

The Aion UT needs to be serviced once a year or 15,000km. The service price schedule extends all the way out to 240,000km with yearly visits costing between $199 and $640 but for the life of the warranty the average yearly cost comes in at $352.

There are currently 19 GAC dealers in Australia, confined mainly to Melbourne, Sydney and Brisbane with a single store in Perth and an outlier in Cairns. No representation yet in Tassie, Canberra, the Northern Territory or SA.

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.