Alpine A110
| Company type | Subsidiary |
|---|---|
| Industry | Automotive |
| Founded | June 1, 1955 |
| Founder | Jean Rédélé |
| Fate | Acquired by Renault |
| Headquarters | Dieppe , France |
Area served | Worldwide |
Key people | Jean Rédélé (founder) |
| Products | Sports cars (notably Alpine A110) |
| Parent | Renault |
The Alpine A110 is a sports car manufactured by the French company Alpine between 1963 and 1977. Designed as a compact two-door coupé, or "berlinetta", it followed the A108 model and was equipped with various engines supplied by Renault. A contemporary iteration, also called Alpine A110, was unveiled in 2017.
Throughout its production span, the A110's horsepower increased from 51 hp up to 180 hp, complementing its lightweight construction of approximately 620 kg. This enhanced performance contributed to numerous rally triumphs, including dominant 1-2-3 finishes at the Monte Carlo rallies in 1971 and 1973, powered by Renault 16 engines. In 1973, Alpine secured the first-ever manufacturers' title in the World Rally Championship, outperforming competitors such as Lancia, Porsche, and Ford.
By 1974, advancements in rally competition made the A110 less competitive, causing a decline in sales. Renault acquired Alpine to preserve the brand's legacy. Although later models outperformed it, the A110’s rally achievements in the early 1970s established its reputation as a legendary motorsport icon.
History
Alpine was established by Jean Rédélé, a French rally driver from Dieppe who enhanced Renault 4CV vehicles by improving their performance, including fitting them with five-speed manual gearboxes. He developed lighter bodywork mounted on existing chassis and competed in endurance events such as Le Mans and Sebring. Rédélé’s rally successes garnered Renault's financial backing, leading to the creation of Societe Anonyme des Automobiles Alpine, named after his victories in Alpine rallies.
Introduced in 1963, the A110 incorporated many components from Renault models, particularly from the R8 series. Unlike its predecessor, the A108, the A110 debuted as a berlinette with a redesigned rear section to accommodate a larger engine. It featured a steel backbone chassis paired with a fiberglass body—a pioneering use of lightweight glass-fibre panels that greatly contributed to its rally capabilities. This tubular backbone chassis design was maintained in subsequent models until production ended with the A610 in 1995.
Initially, the A110 was available with either 1.1 L R8 Major or R8 Gordini engines, with the Gordini variant producing at 6,500 rpm. Alpine notably continued using SAE power ratings longer than most European manufacturers.
The A110 rose to prominence in rallying during the early 1970s. After starting with cast-iron R8 Gordini engines, it transitioned to aluminium-block Cléon-Alu engines derived from the Renault 16 TS model, delivering at 6,000 rpm with twin Weber carburetors. This allowed the production version of the 1600S to reach . The longer-wheelbase Alpine A108 2+2 coupé was replaced by the A110 GT4, which utilized A110 mechanical components.
Between 1970 and 1972, the A110 dominated the International Championship for Manufacturers by winning numerous events across Europe and establishing itself as one of the premier rally cars of its era. Notable achievements included victory at the 1971 Rallye Automobile Monte Carlo driven by Ove Andersson. Alpine also played a role in Renault’s Formula One ambitions by developing Formula Three and Formula Two cars and constructing a Formula One test vehicle by 1976—laying groundwork for Renault’s ongoing F1 involvement.
Following Renault’s acquisition of Alpine in 1971, the World Rally Championship commenced in 1973. Renault campaigned the A110 with drivers such as Bernard Darniche, Jean-Pierre Nicolas, and Jean-Luc Thérier, along with guest drivers like Jean-Claude Andruet, who won the 1973 Monte Carlo Rally. The works team achieved victories in most events entered, earning Alpine its status as the inaugural World Rally Champion manufacturer. Competition versions featured engines up to 1.8 liters.
Outside France, licensed production took place worldwide: from 1965 to 1974 in Mexico under the name "Dinalpin" by Diesel Nacional (DINA), which also manufactured Renault vehicles; from 1967 to 1969 in Bulgaria as "Bulgaralpine" through partnerships involving SPC Metalhim and ETO Bulet; and in Spain by FASA-Renault at Valladolid between 1967 and 1978. Spanish-built models matched French specifications with engines ranging from 1108 cc to 1397 cc during various periods, totaling production of 1,904 units.
By mid-1974, rally competition had evolved significantly with mid-engine cars like the Lancia Stratos, specifically designed for rallying, surpassing what could be achieved with the rear-engine layout of the A110. Attempts to improve performance through fuel injection and DOHC cylinder heads were unreliable; chassis upgrades incorporating double wishbone suspension homologated alongside the A310 also failed to restore competitiveness. The Stratos emerged as the dominant force internationally, rendering the A110 obsolete for top-level competition—though it remains popular within historic racing events such as Rallye Monte-Carlo Historique.
The Dieppe factory where Alpine cars were built remains operational and played an important role in producing high-performance vehicles like the Renault 5 Turbo. It later became home to Renault Sport’s headquarters responsible for developing models including Clio variants (172,182,Trophy) and Megane R26.R/275 Trophy R—demonstrating a heritage deeply rooted in Alpine’s origins and Rédélé’s vision.
In celebration of its legacy, Renault introduced a concept vehicle named Alpine A110-50 in 2012 to mark fifty years since the original model’s debut. The modern production version of the A110 officially launched in 2017.
Model revisions
- October 1962: Prototype revealed at the Paris Motor Show.
- June 1963: The production version of the A110 introduced, featuring a 956cc engine derived from the Renault 8, delivering 51 bhp, paired with a Renault 8 four-speed manual transmission and disc brakes on all wheels.
- October 1963: The V70 variant introduced with a 1108cc, 66 bhp engine sourced from the R8 Major, equipped with a new fully synchronized four-speed gearbox.
- October 1964: The '85' model launched, powered by an 85 bhp twin-carburetor 1108cc R8 Gordini engine; a five-speed transmission became available as an option. Concurrently, the Competition 1100 debuted with a high-compression 1108cc engine producing 95 bhp.
- June 1965: Introduction of the 1300 model featuring a 1296cc R8 Gordini engine rated at 115 bhp; nearly all units equipped with five-speed gearboxes.
- October 1965: Discontinuation of the 956cc and '85' models; the single-carburetor 1108cc version rebranded as 'Standard.' Chrome vents added beneath the headlights.
- June 1966: Commencement of production at FASA-Renault in Spain, where vehicles were fitted with drum brakes on the rear axle.
- October 1966: The former 1300 model renamed 'Super,' now delivering an additional 5 bhp (totaling 120 bhp) and fitted with a five-speed gearbox. A new 1300 model introduced with a 1255cc R8 Gordini engine producing 105 bhp; the '1500' model launched, powered by a 1470cc all-aluminum engine from the Renault 16, rated at 90 bhp. All models received twin Cibié driving lamps, and for the first time, a Renault badge appeared on the front.
- September 1968: The '1500' replaced by the '1600,' equipped with a Renault 16TS engine of 1565cc producing 92 bhp. The '100' model, Cabriolet, and GT4 coupé were discontinued.
- October 1969: The '1600S' upgraded with a high-compression modified R16TS engine featuring twin Weber carburetors, generating 138 bhp and achieving speeds up to 132 mph through a five-speed transmission.
- January 1970: Introduction of a base four-speed model: the '1300cc V85,' powered by an R12-derived 1289cc engine producing 81 bhp. The five-speed variants of the '1300' and 'Super' renamed to '1300G' and '1300S,' respectively.
- October 1970: The '1600' model discontinued. Front indicators relocated from bumpers to fenders across all variants. A Group 4 version of the '1600S' launched featuring a high-compression engine rated at 172 bhp.
- March 1971: Spanish-produced '1300' models upgraded to include disc brakes on all wheels.
- October 1971: Model lineup streamlined to include only the '85' and '1600S' versions.
- May 1973: New iteration of the '1600S' introduced with a 1605cc engine from the A310 producing 138 bhp; five-speed gearbox became standard equipment.
- October 1973: Exterior refreshed with flush-mounted push-button door handles. The '85' was renamed to '1300.' The '1600S' received A310-style four-stud alloy wheels, a removable rear panel (added to the ‘1300’ in June ’74), and rear suspension converted from swing axles to double wishbones. Two variants of the ‘1600’ engines offered: SC with twin carburetors and SI featuring Bosch fuel injection. The Group4 rally ‘1600S’ was succeeded by the ‘1800’ model (1798cc, producing185 bhp).
- October1975: Introduction of the SX model replacing both ‘1600SC’ and ‘SI,’ powered by a1647cc R16TX engine with a single Weber carburetor. Chrome trim strips were removed.
- October1976: The ‘1600SX’ became the sole French-market A110 variant, equipped with ‘tape recorder’ style alloy wheels identical to those used on the Renault5 Alpine.
- May1977: The Spanish ‘1300’ was succeeded by the ‘1400.’
- July1977: Production at Dieppe concluded after manufacturing7176 units.
- May1978: FASA production in Spain ceased following completion of1566 vehicles.
Engine specifications
Throughout its production from1963 to1977, the Alpine A110 utilized an array of engines. Remarkably, Jean-Luc Thérier piloted an Alpine A110 to become the first vehicle powered by a turbocharged engine to win an international rally at the1972 Critérium des Cévennes—preceding Audi’s turbocharged Ur-Quattro victory by eight years. Production engines included:
| Designation | Production Years | Model Code | Engine Details | Engine Family | Displacement | Output |
|---|---|---|---|---|---|---|
| A110 956 | 1963–1965 | Renault8 Cléon-Fonte | 689 | 956 cc | 55 PS SAE (40 kW) | |
| A1101100 "70" | 1964–1969 | 1100 VA | Renault8 Major Cléon-Fonte | 688 | 1,108 cc | 66 PS SAE (49 kW) |
| A1101100 "100" | 1965–1968 | 1100 VB | Renault8 Gordini Cléon-Fonte | 804 | 1,108 cc | 95 PS SAE (70 kW) |
| A1101300 "Super" / S | 1966–1971 | 1300 VB | Modified R8 Gordini Cléon-Fonte | 804 | 1,296 cc | 115–120 PS SAE (85–88 kW) |
| A1101300 /1300 G | 1967–1971 | 1300 VA | Standard R8 Gordini1300 Cléon-Fonte | 812 | 1,255 cc | 105 PS SAE (77 kW) |
| A1101500 | 1967–1968 | 1500 VA | Renault16 Renault Cléon-Alu engine from Lotus Europa | A1K | 1,470 cc | 82 PS SAE (60 kW) |
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