Renault Alpine A110

	Renault Alpine A110
	Debut: 2018 Maker: Renault Predecessor: A110 Mk1 (1962)

Published on 2 Feb 2018

The glory of Alpine was associated with the earliest A110. Separated by 40 years, can the Mk2 repeat its magic?

As a fan of Renault Alpine, I have been waiting for this day too long - in fact, for a quarter of a century! The last time Alpine launched a new car, it was 1991. Poor sales killed the last breed of French sports car as well as the only other rear-engined sports car beside the 911. The Dieppe plant of Alpine was turned to build Clio V6 and then Renaultsport Clio and Megane. People started forgetting the glorious days of Alpine, which was ironically associated with the earliest A110. Although I have never seen an A110 in my life, history books told me it won world rally championships twice in the early 1970s and dominated Monte Carlo rally. No wonder Renault decided to use A110 as a blueprint for its revival.

The new production A110 is deliberately styled to resemble the original, not just the headlights and wraparound rear window but also the nose and the general profile. By today's standards, its teardrop shape and slim tail look a bit retro. It also looks incredibly compact and narrow for a modern sports car, just like the original. Somehow, it doesn't feel outdated or pretentious, unlike the last Ford GT or Dodge Challenger. Instead, it looks modern and dynamic at the same time, which is a magic I didn't expect. It proves that a fundamentally beautiful design stands the test of time. These days too many sports cars and grand tourers opt for over-the-top designs to mark themselves out of the crowd of competitors with similar dimensions and proportions. Unlike them, the A110 has a unique proportion thus it could stick with its formula and concentrate on refining the details. The result is a vibrant piece of art, a living sculpture and a new theme that unlocks our imagination from the current industrial stereotypes. Well done Renault !

Kerb weight is only 1080kg, or 255kg lighter than a Porsche 718.

At 4180mm long, 1798mm wide and 1252mm high, it is some 200mm shorter and 43mm lower than Porsche 718 Cayman, although it is only 3mm narrower. Like the Porsche but unlike its spiritual predecessor, it is mid-engined. The compact powertrain is placed transversely just ahead of the rear axle to achieve a weight distribution of 44:56. Kerb weight is only 1080kg for the base model, or 255kg lighter than a base Porsche 718. How can it be so light? Apart from the smaller dimensions, its chassis is fully made of riveted and bonded aluminum, while the body work comprises of aluminum sheets. Not quite as radical as Alfa 4C, but it is already a first for Renault. It goes without saying it is built on a dedicated platform - a rare example in Carlos Ghosn era.

Le Cost Killer did influence its powertrain design though. The engine is a 1.8-liter four-cylinder direct injection turbo based on the mass production Renault-Nissan unit. Despite bespoke intake, exhaust and turbocharger etc., output is a little disappointing to me at 252 horsepower and 236 lbft of torque, considering Peugeot manages 270hp from an even smaller 1.6-liter engine. However, this is just the starting point. Two other versions of the engine already offer 280hp and 300hp in the new Megane RS, and Alpine boss guarantees at least 300hp for a higher performance version to come in the near future, which is massive for a car so light. Even in the current form, the A110 already has a power-to-weight ratio eclipsing the base Porsche 718, although no match for the pricier 718 S.

Sitting next to the small engine is a Getrag 7-speed dual-clutch transmission. Getrag builds some very good DCTs for Ferrari and BMW M cars but also some very bad ones, such as the one on Clio RS. Fortunately, the unit serving Alpine is a new design, and it employs wet clutches, so it can handle more torque and faster gearshfts. Gearshift is implemented through a pair of aluminum paddles fixed at the steering column, like Ferrari.

Despite its compact size it still manages to fit in double-wishbone suspensions at both axles.

The Alpine’s straight line performance is competitive rather than outstanding, I would say. It is quoted to top a regulated 155 mph and sprint from 0-60 mph in 4.3 seconds. The base Porsche 718 quotes slower time, but you know Porsche has always been conservative, whereas the same cannot be said to the French. The insanely powerful Audi TT RS tops the class in merely 3.6 seconds, while Alfa Romeo 4C needs 4.3. The Alfa is only 10 horsepower down but it is 150kg lighter still, thanks to carbon-fiber tub and its rawer finishing. I think the Alpine needs some tail wind to realize its promise.

As for top speed, 155 mph should be unquestionable, as the A110 has a small frontal area and a Cd of 0.32, pretty good for a sports car. To save weight and complication, it skips a retractable rear spoiler for a flat undertray and fully functional diffusers.

Its purist approach is also evident in the chassis design. All four corners ride on classic double-wishbone suspensions with lightweight forged aluminum control arms. Adaptive dampers are not offered, unusually, but the Alpine has well calibrated passive dampers and hydraulic bump stops. Very much like Lotus Elise, it makes good use of its lightweight and the superior geometry of double-wishbones, which keeps the wheels perpendicular to the road regardless of compression, to achieve great handling without resorting to stiff springs or adaptive dampers. The result is a superb handling and ride balance, which we shall see soon. It is remarkable that despite its compact size it still manages to fit in double-wishbone suspensions at both axles, while larger cars like Porsche 718 or wider cars like Alfa 4C all need to employ space-saving strut suspensions, which inevitably compromise ride and handling. Also like Lotus, the A110 employs relatively small wheels and narrow tires because they don’t have a lot of weight to handle.

People up to 6ft 7in will fit under the roof...

Weight saving was taken seriously in its development. For example, the Brembo brakes have aluminum calipers which incorporate electronic parking brake. The Sabelt one-piece bucket seats are very light at 13kg each, half the weight of the seats used on Megane RS. The cabin is minimalist, but it offers proper equipment, infotainment system and, most unexpectedly, generous space for a car so small. People up to 6ft 7in will fit under the roof as the seats are mounted low, and the highly adjustable steering wheel will suit anybody. Visibility is pretty good for a mid-engined car, thanks in part to the wraparound rear screen (why is it abandoned by so many cars these days?). The materials and standard of finish are not quite as high as Porsche or Audi, unquestionably, and it might be a little disappointed for the £50,000 asking price. However, it doesn’t feel boring or cheap either, as it is suitably stylish and trimmed with stitched leather, Alcantara, aluminum and carbon-fiber. Oh yes, the leather door pulls are more convincing than the fabric ones on Porsche GT cars.

The A110 is not a GT, so it has limited luggage space. The boot behind the engine compartment measures only 96 liters, while the 100-liter front boot is shallow due to the fuel tank located underneath. That said, it is a far more practical car to travel along than Lotus Elise or Alfa 4C. If you travel light, a cross-country blast over the weekend would be no problem. Its calmer cabin, devoid of creaks and rattles, is an equal of Porsche for refinement. It is also economical to run, as fuel consumption is nearly 20 percent lower than Porsche.

The engine is not especially charismatic, but it revs more sweetly to its 6750 rpm redline than Alfa’s 1750 engine, while its exhaust note, a pleasant howl finished with angry pops on overrun, is way more musical than the dreadful noise of the Porsche boxer-four. There is a touch more turbo lag than the latter, and throttle response is a little slower, but when its turbo picks up, the torque rushes and adds to the sensation of speed. By this time it feels fast enough to beat the Porsche, at least subjectively. The DCT is way better than Clio’s. Its ratios are well spaced and upshifts are fast, though downshifts are still no match for PDK.

It lets us rethink what makes a great sports car great.

What marks the Alpine out is the chassis. Its handling and ride is simply sensational. No, it won’t break Nurburgring records nor set new standards on cornering speed. On the contrary, it proves that you don’t need rock-steady body control or fat semi-slick tires to feel excited. The sensation here comes from not speed but the transparent feedback and the chassis’ willingness to obey your commands. In fact, the A110 rolls a lot more than a 718 in corner. Its suspension is much softer than its rival’s, thus its soaks up bumps effortlessly. However, the roll does not affect its balance, grip or the sharp steering at all, because the combination of lightweight body, low center of gravity and low polar moment of inertia mean little weight transfer (the double-wishbone suspension also helps). It just adds to the feedback to the driver. The car always feels lighter and more agile than Porsche. The steering is fast and precise but simultaneously progressive and uncorrupted, if not the most feelsome. On a challenging mountain road, its compactness gives you great confidence. Ditto its precise control and feedback. It suspension overcomes serious bumps that could unsettle the balance of a 4C or 718 as if nothing happens. Yes, very much like an Elise, just with added suspension travel and refinement.

On a circuit, where Porsche usually shines, the A110 is still very impressive. A slight understeer builds up before a fast corner. You can rely on its powerful brakes to shed speed. The tires don’t generate massive grip, but no problem, you can use steering and throttle to adjust the balance to neutral and oversteer. Because it feels so light and its mass is contained well within its wheelbase, you can place the car with millimeter accuracy, controlling its slip angle as beautifully as Toyota GT-86. The only difference is you get far more torque to play with, thus the operating window is much wider. It is one of the very few cars that feel thrilling to drive at both low and high speeds.

No wonder one motoring journalist described it like a GT-86 given more power, an MX-5 with better roll control and a Lotus Exige with lighter steering. I would add one more: a Lotus Elise and Alfa 4C without their compromises. To me, the A110's greatest achievement is that it truly understands what are essential to keen drivers these days, cuts the rest and optimizes all ingredients in an efficient package. It lets us rethink what makes a great sports car great. Rather than chasing numbers and lap time, it is time to return to the roots of motoring excitement.

Verdict:

Published on 28 Feb 2020

A110 S

Not a better Alpine, but one with different purposes and priorities.

By now the A110 is known as one of the world’s greatest driver’s cars regardless of price. Maybe even the greatest you can buy today. It is so great that even Gordon Murray owns one and could not stop praising. How to improve it further? More power, of course. As good as the A110 is, its 1.8-liter motor, rated at 252 horsepower, is not exactly powerful. Another version used on the Renault Megane RS Trophy pumps out 300 horsepower. However, that engine is too torquey for the light-duty 7-speed DCT on the Alpine to handle, and it might need to add an LSD to tame the extra torque. To replace the engine and transmission altogether would add considerable weight, probably working against the philosophy of Alpine. In the end, Alpine comes up with a milder solution. The result is A110 S.

First of all, be warned that the A110 S is not necessarily a better A110, but a faster, more focused and more track-friendly version. Its biggest change does not come from power but chassis setup. Anyway, we’ll start from the engine compartment. The same 1.8 turbo engine is given an extra 0.4 bar of boost pressure, but no change in the turbo itself or the engine’s internals. Horsepower is lifted by 40 to 292, while torque remains unchanged at a rather unremarkable 236 pound-foot, which is also the torque capacity of its gearbox. Predictably, artificially limiting the peak torque is accompanied with an extended power band. The peak torque now stretches to 6400 rpm, up from 5000 rpm. On the road, this means you can feel the engine work harder at the top end, more eager to rev and louder as well, although sound quality has never been its strength. Because of the limited peak torque, 0-60 mph sprint improves by only a tenth to 4.2 seconds, making the A110 S slower than a PDK-equipped Porsche 718 S or GTS with which it rivals. Top speed, however, rises beyond the usual 155 mph to 162 mph.

Granted, power and straight line performance have never been the selling point of Alpine. The chassis is. The S version weighs 1114 kg only, and you can cut another 7 kg by opting for carbon-fiber roof and forged alloy wheels. That’s almost 300 kg lighter than the new, 6-cylinder Cayman GTS! To make the S more focused on track performance, its suspension is seriously beefed up – the springs and anti-roll bars get 50 and 100 percent stiffer, respectively. The passive dampers have been retuned, the ride height drops by 4 mm, and stiff bump stops are employed. Meanwhile, wider Michelin Pilot Sport 4 tires provides more grip, and larger, 320 mm brakes all round offer stronger stopping power. Curiously, the exterior receives no change, so you will be hard pressed to distinguish it from the lesser A110. Inside, there is only some changes to trims. Priced from £57K, the S is only £6K more than the premier edition.

On a track, the S feels different. Its suspension feels much firmer, a great deal more resisting to roll and pitch if you drive hard. The steering is still deliciously light, but a bit meatier at the straight ahead and the nose turns in more sharply. There is greater grip in corner, and in addition to the new-found body control allows the car to corner faster. At higher speeds the S feels more stable as well. On track, the car is certainly a faster, more precise and more reassuring weapon.

However, it also loses some playfulness of the standard car. The flipside of more grip and less roll means you are harder to exploit roll-induced oversteer, which is so easily accessible and fun on the standard car. Its rear end just stays flat and sticks to the road unless you work very hard, even then, its basic instinct is not to let you hold the slide for long. Just like any track weapons, it cuts lap time by not wasting energy on slide.

On a country road, the extra poise and grip of the S rarely translate into real performance gain. On the contrary, you are more exposed to the negative side of its stiff suspension. It no longer soaks up bumps as effortlessly as the standard car. The Porsche 718 rides better than it, too. While it is by no means uncomfortable in the context of a sports car, it is no longer a selling point.

That is why Alpine says it is not a better A110 but one with different purposes and priorities. It serves those wanting more speed and more performance on a track day. As a road car, the standard A110 is still the greatest.

Verdict:

Published on 2 Jun 2023

A110 R

£90K is almost double the price of the base A110. Is it that good?

Strange time. These days selling a £100K sports car is often easier than a £50K one. Porsche finds a long waiting list for its GT4 RS, but Alpine struggles to move a few thousand A110s a year even at half the price. The GT4 RS is a great car of course, but the little Alpine is the one Gordon Murray admires the most and uses as his daily driver, which speaks a lot. Maybe the French sports car brand should follow the footsteps of Porsche, introducing a more exotic derivative of A110 at a thick premium.

So here comes the A110 R, a track-oriented version of the lightweight sports car. Price has ballooned from the standard car’s £50,000 or the GT’s £60,000 to a whopping £90,000. For that premium, you get not only a carbon-fiber rear spoiler but also many other carbon-fiber parts, such as bonnet, roof and a rear panel that replaces the rear window – the latter ditches rearview completely and therefore also the rearview mirror. In addition to carbon-fiber wheels (which save 12.5 kg), Sabelt carbon-fiber racing buckets and Porsche-style fabric door pulls, the A110 R shaves 34 kilograms over the base car, weighing a remarkable 1082 kg on DIN scale (which includes fuel, oil and water if not driver). When a Lotus Emira weighs 1440 kg, you have to be grateful that someone in France still insists to build lightweight sports cars.

Lightweight strategy is thorough in the chassis and cockpit.

That 34 kg alone does not justify the elevated price though. Further upgrades come from the chassis. The suspension is overhauled with ZF coilover shocks, which are manually adjustable for compression and rebound in 20 clicks. In standard setting, the ride height is 10mm lower than that of A110 S, and this can be lowered by another 10mm. Springs are 10 percent stiffer than those on A110 S, while anti-roll bars are 10 percent stiffer up front and 25 percent stiffer at the rear. Michelin Cup 2 tires should provide massive grip even though they are no wider than before. The Brembo brakes of A110 S are carried over, but the new wheel design enhances brake cooling by 20 percent, dropping disc temperature by up to 90 degrees.

As for aerodynamics, Alpine manages to improve both drag and downforce simultaneously. With the suspension set to the lowest position, drag is reduced by 5 percent. A new front splitter, wider diffuser, wider side skirts with vertical winglets and a new rear wing add 14 kg downforce at the front and 29 kg at the rear when the car is running at top speed. Speaking of top speed, Alpine claims that it can reach 177 mph, up 15 mph from the A110 S with which it shares engine, which sounds too optimistic to me. However, 0-60 mph is shortened from 4.1 to 3.8 seconds, and the R is undoubtedly the fastest track weapon the A110 has ever been.

Yes, the biggest weakness is still that 1.8-liter turbo engine. While 300 horsepower sounds plenty for a car weighing just over a ton, its 251 pound-foot of maximum torque is less so, never feeling as potent as its performance figures suggested. Moreover, its power delivery concentrates in the mid-range, lacking the top-end firepower expected for a very special sports car. This is especially obvious when you drive it on a track, as the engine feels underpowered and the upgraded chassis cries for more power to exploit its limits. As for noise, the R’s bespoke 3D-printed exhaust produces a quite enticing growl without getting boomy, but a 4-cylinder motor is no match for a Porsche flat-six, of course. When you spend £90K on a sports car, you deserve a classier engine.

A much stronger performer on track, but the engine still cries for more power and drama.

Much better is the chassis. On track, the extra cornering prowess and precision of A110 R is immediately noticeable. Its steering setup is unchanged, but the stiffer suspension and aero tweaks result in higher precision, a bit more weight and more tactile feel through the steering. With extra grip from the Cup 2 tires and stiffer suspension, the car feels a lot more planted. You can carry big speed into corner, attack from apex to apex with confidence, leaning on its grip and braking. At the limit, the R exhibits more understeer than the standard car, which is probably necessary for optimized track performance but not necessarily as fun to drive as the oversteering A110. The lack of LSD also means the A110 series cannot sustain slide like Porsche or a BMW M2. That is perhaps its only drawback on track.

Surprisingly, the A110 R actually drives better on road. Despite the stiffened suspension, its ride is still livable, noticeably softer than a GT4 RS. The narrow tires and unaltered sound insulation mean road noise is no worse than the lesser A110 S. Moreover, in the real world you are less likely to push the car beyond the limits of its engine, so the harmony between power and handling returns.

Still, without getting a world-class engine, the A110 is hard to challenge Porsche. Maybe the next generation, full-electric A110 can solve the problem, but it might spoil the benefits brought by the lightweight strategy as well. As for this generation, the simplest, cheapest base car is still the sweetest spot.

Verdict: