Alpine A350
| Industry | Automotive |
|---|---|
| Founded | 1955 |
| Founder | Jean Rédélé |
| Headquarters | Dieppe , France |
| Products | Automobiles, including Formula One vehicles |
The Alpine A350 was a Formula One vehicle engineered by Richard Bouleau for Automobiles Alpine in 1968. Equipped with a Renault-Gordini V8 power unit, it incorporated a groundbreaking flat suspension mechanism and underwent testing by driver Mauro Bianchi at the Zolder and Zandvoort tracks. Despite its technical advancements, Renault rejected the initiative due to the engine's lack of power—approximately 100 horsepower less than the leading Cosworth DFV—resulting in the A350 never participating in a Grand Prix event.
Concept
During the mid-1960s, Formula One regulations capped engine capacity at 3 liters (or 1.5 liters for turbocharged engines), with manufacturers like Maserati, Repco, and Cosworth supplying powerplants to teams including Lotus and Brabham. Factory outfits such as Honda and Ferrari developed proprietary engines.
Jean Rédélé, Alpine’s founder, aimed to break into Formula One and approached Renault with this plan in 1963 but did not receive backing. Persisting, he pursued a Gordini-built V8 despite its inherent difficulties. The French government offered an award for the top "entirely French" constructor project, with Matra favored due to its V12 engine. Amédée Gordini sought to compete using his V8 but lacked an appropriate chassis.
In 1968, Alpine joined forces with Gordini, inspired by Brabham’s achievements with under-300 hp cars and Alpine’s strong results in Formula Two and Three. Richard Bouleau, responsible for Alpine designs since 1963, had conceived a flat suspension system in 1965. The A350, constructed in Dieppe as a confidential experimental Formula One project, was selected to trial this innovation. Driver Mauro Bianchi persuaded Rédélé to commit to Formula One racing with the A350 despite initial hesitations.
Driver
Bianchi became part of Alpine in 1964 as a racer, tester, and technician. His first role involved assessing the prototype A110 powered by a 1.1-liter engine, which he described as a "monster" due to its challenging handling characteristics. He competed for Alpine across Formula 2, Formula 3, and the 24 Hours of Le Mans, piloting models such as the M64 and M65. From 1967 to 1968, he contributed to confidential projects including the A220 and A350.
Following a crash at the 1968 24 Hours of Le Mans, Bianchi shifted his focus toward testing and development duties. He made a brief return to racing in 1969 but retired after his brother Lucien’s fatal accident at Le Mans, continuing as Alpine’s test driver until 1976.
Design
The power unit, referred to as Renault-Gordini despite Renault’s branding restrictions, was significantly influenced by Renault's engineering expertise. It featured an aluminum hemispherical cylinder head design on a 2,996 cc block with four twin-barrel carburetors. Marelli coils provided ignition.
Delivering 310 hp at 7,500 rpm—less than competitors like Cosworth (400 hp) and Ferrari (420 hp)—Alpine emphasized superior handling qualities to stay competitive. This approach included pioneering Michelin radial tires not adopted by other Formula One teams and implementing an exclusive flat suspension system seen previously on the A220 and A221 models.
The flat suspension system was designed to maintain wheel perpendicularity relative to the ground regardless of body roll by configuring front control arms into a parallelogram arrangement. The upper control arms were suspended from the chassis so they moved synchronously with body sway; connected through reaction points and rods to an angular lever that ensured symmetrical wheel motion. This setup preserved optimal wheel alignment for enhanced grip and handling despite chassis movements.
The braking system was another notable feature, incorporating four ventilated disc brakes supplied by ATE. The flat suspension improved braking efficiency by keeping wheels perpendicular during deceleration phases, thereby enhancing overall vehicle performance.
Testing
In April 1968, Bianchi conducted the initial trials of the A350 at Michelin's Ladoux circuit. Although only minor modifications were necessary, the team found the results promising and proceeded with further development at Circuit Zolder. The vehicle still faced multiple challenges, notably an unconventional suspension system that produced an optical illusion making the wheels appear stationary, a feature intended to enhance stability.
Subsequent testing took place at Circuit Zandvoort, the venue for the Dutch Grand Prix. Bianchi's lap times indicated potential for a mid-field position; however, the overall performance was deemed unsatisfactory. The team aimed to participate in the French Grand Prix to showcase Alpine's capabilities and to compel Renault to engineer a more powerful racing engine as a successor to the Gordini V8.
Renault reacted by prohibiting the use of the Renault-Gordini V8 engine, citing concerns over brand reputation and engine reliability. By 1969, Renault had discontinued development of the V8 and had no intentions of entering Formula One. The single A350 prototype was dismantled several months following the 1968 French Grand Prix, leaving only fragments of its wheels and bodywork.