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Alpine A110
Alpine A110
Alpine A110
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Alpine A110
A110 1300G
Overview
ManufacturerAlpine
Production1963–1977
AssemblyDieppe, France
DesignerGiovanni Michelotti[1][2]
Body and chassis
ClassSports car (S)
Body style2-door Berlinette
LayoutRear-engine, rear-wheel-drive
Powertrain
Engine
Transmission5-speed manual
Dimensions
Wheelbase2,099–2,180 mm (82.6–85.8 in)
Length3,850 mm (152 in)
Width1,471–1,550 mm (57.9–61.0 in)
Curb weight706 kg (1,556 lb)
Chronology
PredecessorAlpine A108
SuccessorAlpine A310
Alpine A110 (2017) (spiritual)

The Alpine A110 is a sports car produced by French automobile manufacturer Alpine from 1963 to 1977. The car was styled as a "berlinetta", which in the post-WWII era refers to a small enclosed two-door berline, better-known as a coupé.[3] The Alpine A110 succeeded the earlier A108. The car was powered by a succession of Renault engines. A car also named Alpine A110 was introduced in 2017.

The Alpine A110 experienced a remarkable evolution in terms of power output throughout its production years. Initially, the A110 had an output of just 51 horsepower, which was adequate for a car weighing only 620 kilograms. However, by the end of the A110's production run, its power output had increased to 180 horsepower. This impressive increase in power contributed to the car's success on the rally stages of Europe. The A110's crowning achievements included 1-2-3 finishes at both the 1971 and 1973 Monte Carlo rallies, and it used Renault 16 engines at the time. In 1973, Alpine won the inaugural manufacturer's World Rally Championship, defeating competitors such as Lancia, Porsche, and Ford.

However, by 1974, advances in rally competition led to a significant shift in the landscape of the sport, and the Alpine A110, which had become outdated, struggled to keep up with its rivals. As a result, sales of the A110 declined, prompting Renault to step in and purchase the company outright in an effort to save it. Despite being surpassed by newer rally cars, the A110's legacy as a successful and iconic rally car remains, and its victories in the early 1970s solidified its place in motorsport history.[4]

History

[edit]

Alpine was founded by Jean Rédélé, a Frenchman based in Dieppe, who was an enthusiastic participant in rallying during the post-WWII era. Rédélé used Renault 4CVs and modified them for improved performance, including replacing the original three-speed gearbox with a five-speed manual transmission—a significant upgrade at the time. He also constructed new, lighter bodies to fit over the chassis and entered his modified vehicles in endurance races, including Le Mans and Sebring. Rédélé's success in rallying and continued improvement of Renault vehicles eventually gained the attention of Renault, leading to factory financial support. He formally established the Societe Anonyme des Automobiles Alpine and named the company "Alpine" as a tribute to his previous successes rallying in the Alps.[4]

Launched in 1963, the A110, like previous road-going Alpines, used many Renault parts, including engines. While its predecessor the A108 was designed around Dauphine components, the A110 was updated to use R8 parts.[5] Unlike the A108, which was available first as a cabriolet and only later as a coupé, the A110 was available first as a berlinette and then as a cabriolet. The most obvious external departure from the A108 coupé was a restyling of the rear bodywork. Done to accommodate the A110's larger engine, this change gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis and a fiberglass body. Alpine was a pioneer in the use of glass-fibre body panel construction, which was valued for its lightweight properties and malleability. This innovation allowed the company to produce its first proprietary body, the A106, which was placed on top of the old Renault 4CV chassis. The reduced weight of the body contributed to the car's success in rallying. Later, a cabriolet version was introduced, based on a stiff, tubular backbone chassis design that would become the foundation for all Alpines until the final production of the A610 in 1995.[4]

The A110 was originally offered with 1.1 L R8 Major or R8 Gordini engines. The Gordini engine has a power output of 95 PS SAE (70 kW) at 6,500 rpm. Unlike most European manufacturers, Alpine stuck to the providing the more impressive seeming SAE power figures until well into the 1970s.[citation needed]

A110 GT4

The A110 achieved most of its fame in the early 1970s as a successful rally car. After winning several rallies in France in the late 1960s with the cast-iron R8 Gordini Cléon-Fonte engines the car was fitted with the aluminium-block Cléon-Alu from the Renault 16 TS. With two twin-venturi Weber 45 carburetors, the TS engine has a power output of 125 PS DIN (92 kW) at 6,000 rpm. This allowed the production 1600S to attain a top speed of 210 km/h (130 mph). The long-wheelbase Alpine A108 2+2 coupé was replaced with a new restyled 2+2 coupé based on the A110 mechanicals called the A110 GT4.[citation needed]

The car achieved international fame during the 1970–1972 seasons competing in the newly created International Championship for Manufacturers, winning events throughout Europe, and earning a reputation as one of the strongest rally cars of its time. Notable performances included a victory in the 1971 Monte Carlo Rally with Swedish driver Ove Andersson. Alpine also played a key role in Renault's entry into Formula One: During the 1970s, Alpine had been involved in Formula Three and Formula Two track-racing series and ultimately persuaded Renault to enter Formula One. Alpine had built a Formula One testing mule by 1976, leading to Renault's full-scale entry into the prestigious global motorsport category. This involvement marked one of Alpine's enduring legacies, as Renault continues to be active in Formula One to this day.[4]

After Alpine's acquisition by Renault in 1971, the International Championship was replaced by the World Rally Championship for 1973, at which time Renault elected to compete with the A110. With a team featuring Bernard Darniche, Jean-Pierre Nicolas and Jean-Luc Thérier as permanent drivers and "guest stars" like Jean-Claude Andruet (who won the 1973 Monte Carlo Rally) the A110 won most of the races where the works team was entered, making Alpine the first World Rally Champion. Later competition-spec A110s received engines of up to 1.8 litres.[citation needed]

A110 1600SX

In addition to Alpine's own Dieppe factory, versions of the A110 were built under license by various other vehicle manufacturers around the world. From 1965 to 1974 the car was produced in Mexico under the name "Dinalpin" by Diesel Nacional (DINA), which also produced Renault vehicles. From 1967 to 1969, the A110 was also produced in Bulgaria under the name "Bulgaralpine" by a partnership formed between SPC Metalhim and ETO Bulet, whose collaboration also resulted in the production of the Bulgarrenault.[citation needed]

In Spain, the Alpine A110 was produced by FASA in Valladolid from 1967 to 1978.[6] These were the only versions built outside France that were commercialised under the same names and to the same specifications as the French-built ones. FASA manufactured version A110 1100 (from 1967 to 1970) with 1108 cc engines, version A110 1300 (from 1971 to 1976) with 1289 cc engines, and version A110 1400 (from 1977 to 1978) with 1397 cc engines. 1,904 examples were built by FASA.[6]

In 1974, the mid-engine Lancia Stratos which was the first car designed specifically for rally racing, was operational and homologated. At the same time it was obvious that the rear-engine A110 was nearing the limits of its development potential. The adoption of fuel injection brought no performance increase. On some cars, a DOHC 16-valve head was fitted to the engine, but it proved unreliable. Chassis modifications, such as the usage of the A310's double wishbone rear suspension, homologated with the A110 1600SC, also failed to increase performance. On the international stage the Stratos proved to be the "ultimate weapon", soon making the A110, as well as many other rally cars, obsolete. The A110 remains a staple of vintage racing events such as the Rallye Monte-Carlo Historique.[citation needed]

The Dieppe factory that served as the base for Jean Rédélé and Alpine continues to operate and produce cars. Notably, the legendary Renault 5 Turbo was built at the Dieppe factory. In more recent years, the factory became the headquarters of Renault Sport, where renowned performance cars such as the Clio 172, 182, Trophy, and the Megane R26.R and 275 Trophy R were designed and developed. This legacy of performance car development can be traced back to Dieppe and ultimately to the influence of Alpine and Rédélé.[4]

In 2012, to mark the 50th anniversary of the A110, Renault produced a concept car called the A110-50. The modern production version of the A110 was introduced by Renault in 2017.[citation needed]

Model changes

[edit]
  • October 1962: Prototype unveiled at Paris Show.
  • June 1963: Production A110 launched with Renault 8-derived 956cc, 51 bhp engine, R8 four-speed gearbox and all-round disc brakes.
  • October 1963: 1108cc, 66 bhp engine from R8 Major offered in V70 model, with new all-synchro four-speed gearbox.
  • October 1964: 1108cc, 85 bhp twin-carb R8 Gordini engine in 85 model. Five-speed ‘box optional. Competition 1100 also launched with high-compression, 1108cc, 95bhp motor.
  • June 1965: 1300 announced with 1296cc, 115bhp R8 Gordini motor: nearly all five-speed.
  • October 1965: 956cc and 85 models deleted; 1108cc single-carb version renamed Standard. Chromed vents appear below headlights.
  • June 1966: Production begins at FASA-Renault in Spain (cars have drum rear brakes).
  • October 1966: Previous 1300 renamed Super, with extra 5bhp (to 120bhp) and five-speed. New 1300 has 1255cc, 105bhp R8 Gordini motor, and 1500 launched with 1470cc, 90bhp all-alloy motor from Renault 16. Twin Cibié driving lamps added to all models, and Renault badge appears on nose for first time.
  • September 1968: 1500 superseded by 1600, with 92bhp R16TS 1565cc engine. 100 model deleted, along with Cabriolet and GT4 coupé.
  • October 1969: 1600S has high-compression, modified R16TS engine running twin Webers 45 giving 138bhp and 132mph through five-speed ’box.
  • January 1970: Four-speed base model: 1300cc V85, using R12 1289cc, 81 bhp motor. Five-speed 1300 and Super become 1300G and 1300S.
  • October 1970: 1600 axed. Front indicators move from bumpers to wings on all cars. Group 4 1600S, with extra high-compression, 172bhp motor.
  • March 1971: Spanish 1300, with all-disc brakes.
  • October 1971: Range rationalised to 85 and 1600S models only.
  • May 1973: New 1600S has 1605cc, 138bhp engine from A310. Five-speed ‘box standard.
  • October 1973: Bodywork gains flush-fitting push-button door handles. 85 becomes 1300. 1600S given A310 four-stud alloy wheels, removable rear panel (added to 1300 in June "74), and rear suspension changed from swing axles to double wishbones. Two 1600 engines: SC with twin carbs and SI with Bosch fuel-injection. Group 4 rally 1600S replaced by 1800 (1798cc, 185bhp).
  • October 1975: SX replaces 1600SC and SI, using 1647cc R16TX engine with single Weber carb. Chrome trim strips deleted.
  • October 1976: 1600SX becomes only French A110, with ‘tape recorder’ alloys as used on Renault 5 Alpine.
  • May 1977: Spanish 1300 replaced by 1400.
  • July 1977: Production at Dieppe ceases after 7176 cars built.
  • May 1978: Production ceases at FASA in Spain, where 1566 cars were made.[7]

Engines

[edit]

The A110 was fitted with a variety of engines between 1963 and 1977. The Alpine A110, driven by Jean-Luc Therier, became the first vehicle ever to win an international rally with a turbocharged engine with its victory at the 1972 Criterium des Cevennes rally. This achievement predated the introduction of Audi's turbocharged Ur-Quattro by eight years.[4] Engines used on production cars included the following:

Name Year Model Engine description Type Displacement Power
A110 956 1963–1965 R8 Cléon-Fonte 689 956 cc 55 PS SAE (40 kW)
A110 1100 "70" 1964–1969 1100 VA R8 Major Cléon-Fonte 688[8] 1,108 cc 66 PS SAE (49 kW)
A110 1100 "100" 1965–1968 1100 VB R8 Gordini Cléon-Fonte 804[8] 1,108 cc 95 PS SAE (70 kW)
A110 1300 "Super"[9] / S 1966–1971 1300 VB Tuned R8 Gordini Cléon-Fonte 804[8] 1,296 cc 115 PS SAE (85 kW)
120 PS SAE (88 kW)
A110 1300 / 1300 G 1967–1971 1300 VA Stock R8 Gordini 1300 Cléon-Fonte 812[8] 1,255 cc 105 PS SAE (77 kW)
A110 1500 1967–1968 1500 VA R16 Cléon-Alu from Lotus Europa A1K 1,470 cc 82 PS SAE (60 kW)
A110 1600 1969–1970 1600 VA Stock R16 TS Cléon-Alu 807-24[8] 1,565 cc 92 PS SAE (68 kW)
102 PS SAE (75 kW)
A110 V85 / 1300 1970–1976 1300 VC R12 TS Cléon-Fonte 810-30[8] 1,289 cc 68 PS DIN (50 kW) (81 SAE)
A110 1600S 1970–1973 1600 VB Tuned R16 TS Cléon-Alu 807-24[8] 1,565 cc 125 PS DIN (92 kW) (138 SAE)
A110 1600S 1973–1975 1600 VC/SC R17 TS[10] Cléon-Alu 844–32[8] 1,605 cc 126.5 PS DIN (93 kW) (140 SAE)
A110 1600S SI 1974–1975 1600 VD R17 TS Cléon-Alu with fuel injection. 844-34 1,605 cc 128 PS DIN (94 kW) (140 SAE)
A110 1600S SX 1976–1977 1600 VH Stock R16 TX Cléon-Alu 843[8] 1,647 cc 93 PS DIN (68 kW)

World Rally Championship victories

[edit]
No. Event Season Driver Co-driver
1 Monaco 42ème Rallye Automobile de Monte-Carlo 1973 France Jean-Claude Andruet France Michèle 'Biche' Petit
2 Portugal 7º TAP Rallye de Portugal 1973 France Jean-Luc Thérier France Jacques Jaubert
3 Morocco 16ème Rallye du Maroc 1973 France Bernard Darniche France Alain Mahé
4 Greece 21st Acropolis Rally 1973 France Jean-Luc Thérier France Christian Delferrier
5 Italy 15º Rallye Sanremo 1973 France Jean-Luc Thérier France Jacques Jaubert
6 France 17ème Tour de Corse 1973 France Jean-Pierre Nicolas France Michel Vial

References

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Alpine A110

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from Grokipedia
The Alpine A110 is a , rear-engined produced by the French automaker Alpine, renowned for its agile handling and heritage; the original model was manufactured from 1962 to 1977 as a rear-engine with construction, while the modern revival, launched in 2017, features an aluminum spaceframe and turbocharged powertrain for contemporary performance. Production of the current model is scheduled to end in mid-2026, ahead of an electric successor. The original A110 emerged from Alpine's founding in 1955 by Jean Rédélé, who drew inspiration from the Alps for the brand name and focused on creating competitive road and race cars using Renault components. Designed by Giovanni Michelotti with a steel backbone chassis and fiberglass body panels, it measured approximately 3.9 meters in length and weighed around 700-800 kg depending on the variant. Powered by rear-mounted Renault Gordini engines ranging from a 956 cc unit producing 55 hp to a 1,600 cc version delivering around 140 hp in road models by the mid-1970s, with rally variants tuned higher, the A110 prioritized balance and lightweight construction over outright power. Its compact dimensions and responsive handling made it a standout in international rallying, where it secured victories at the Monte Carlo Rally in 1971 and 1973, along with an eight-year streak of podium finishes and Alpine's first World Rally Championship Manufacturers' title in 1973. Revived after Alpine's return to production under ownership, the contemporary A110 pays homage to its predecessor through a similar rear-mid- layout but incorporates modern for enhanced and . The base model employs a transversely mounted 1.8-litre turbocharged inline-four producing 252 hp and 320 Nm of torque, paired with a six-speed , achieving 0-100 km/h acceleration in about 4.5 seconds and a top speed of 250 km/h. Higher-performance variants like the A110 S offer 292 hp, while the track-focused A110 R delivers 300 hp and a of 277 hp per , with a dry weight of just 1,082 kg thanks to extensive use of aluminum in the , body, and components. Limited editions, such as the A110 75 and A110 R Ultime, further emphasize roots with specialized suspension, aerodynamics, and up to 345 hp in the latter. The features a low-slung profile with a of 0.32, 18- or 19-inch wheels, and advanced tuning for precise cornering, positioning it as a direct rival to cars like the Cayman in the compact segment.

Development and history

Origins and development

Alpine was founded in 1955 by Jean Rédélé, a French rally driver and Renault dealer based in Dieppe, Normandy, with the goal of producing affordable, high-performance sports cars using Renault components. Rédélé's passion for motorsport, honed through successes in post-war rallies driving modified Renault 4CVs, drove the company's early focus on lightweight, agile vehicles that prioritized handling and driver engagement over outright power. The brand's initial factory in Dieppe, established on the site of Rédélé's dealership, became the center for design, prototyping, and assembly, fostering a close technical collaboration with Renault for shared engineering resources and parts supply. The A110 emerged from Alpine's progression of early models, beginning with the 1955 A106, a fiberglass-bodied derived from the platform that established the brand's signature lightweight construction. This was succeeded by the 1958 A108, which refined the formula with a more aerodynamic cabriolet design while retaining mechanicals, setting the stage for a closed coupe evolution. By the early 1960s, with the introduction of the saloon offering a modern rear-engine layout, Rédélé's team adapted this platform to create the A110, aiming to produce a compact berlinette that combined rally-bred agility with road usability. The A110 prototype debuted at the 1962 Paris Motor Show, showcasing a sleek, low-slung fiberglass body crafted by coachbuilder Chappe et Gessalin to minimize weight and enhance aerodynamics through smooth contours and compact proportions. Production commenced later that year at the Dieppe facility, with initial engineering decisions emphasizing a steel backbone chassis wrapped in lightweight polyester resin panels to achieve a curb weight under 700 kg, underscoring the philosophy of balance and responsiveness inspired by Rédélé's racing background. Early prototypes underwent rigorous road testing on local circuits and highways to optimize the rear-engine placement for superior traction and cornering, while Renault's involvement ensured reliable integration of suspension and drivetrain elements without compromising the sports car's nimble character.

Production timeline

Series production of the Alpine A110 commenced in 1962 at the newly established plant in , marking the transition from earlier coachbuilt models like the A108 to full-scale manufacturing under Alpine's control. Initial output was modest, reflecting the handmade nature of the fiberglass-bodied , as demand grew in the mid-1960s. In 1968, production underwent a significant update with the introduction of the 1600 models, incorporating Gordini-tuned components for enhanced performance, which helped sustain interest and boosted annual output to over 1,000 units by the early 1970s. This refresh aligned with Alpine's deepening integration with , allowing for more efficient assembly and wider distribution across Europe. The severely impacted sales of sports cars like the A110, as rising fuel prices and economic shifted preferences toward more economical vehicles, leading to a sharp decline in production from a peak of 1,029 units in 1971. Competition from newer models, including the , further eroded market share, prompting Renault to accelerate the transition to the A310 successor introduced in 1971. Production of the A110 continued in parallel with the A310 until 1977, when the final units rolled off the line, ending a 15-year run with a total of 7,176 vehicles built across all variants.

Design

Chassis and bodywork

The Alpine A110 utilized a tubular with integrated front and rear subframes, which provided robust mounting points for the independent suspension system and contributed to the car's exceptional balance and handling characteristics. This design emphasized lightness and rigidity, forming the foundation for the vehicle's agile performance across various models. The bodywork consisted of lightweight panels bonded to the , forming a silhouette that achieved curb weights ranging from 620 kg in early versions to around 750 kg in later, more powerful variants. This construction not only minimized mass but also allowed for efficient production and repair. Aerodynamic efficiency was enhanced by the A110's low-slung profile and tail design, which reduced drag and lift while maintaining a compact with a length of approximately 3.85 m, width of 1.50 m, and of 2.10 m. These proportions ensured stability at high speeds and maneuverability on twisty roads. Over its production run, the body styling evolved from the softer, rounded contours of early models to sharper, more angular lines in the updates, reflecting advancements in testing and aesthetic trends while preserving the core lightweight ethos. Later street models benefited from racing-derived reinforcements to the , improving overall and torsional stiffness without significantly increasing weight.

Interior and features

The Alpine A110 Berlinette featured a compact two-seat designed for driver-centric focus, with lightweight bucket seats that provided firm support for spirited driving. The was notably minimalistic, housing essential analog gauges for speed, , and fuel level to maintain simplicity and reduce weight. materials dominated the interior to align with the car's overall performance philosophy, including vinyl upholstery on the seats and door panels for and low mass, complemented by plastic trim on the console and accents. Higher trims offered optional wood accents on the or gear knob for a touch of refinement without compromising the spartan . Standard equipment emphasized functionality over luxury, with a basic heater for climate control and, in later models from the early , an optional simple radio for entertainment. Early variants, such as the 1962-1968 models, occasionally included availability of a top for open-air motoring, though this was rare and not standard on the . Ergonomics were optimized for rally-inspired use, featuring quick-access controls like a short-throw gear and handbrake positioned for rapid operation, alongside a low seating position that enhanced visibility over the long hood and improved handling feedback. By the mid-, the interior evolved to incorporate three-point safety belts as standard for improved occupant protection, along with enhanced ventilation vents to address earlier models' limited airflow.

Powertrain and performance

Engines

The Alpine A110 was equipped with rear-mounted inline-four engines derived from Renault's production units, primarily from the Cléon-Fonte and Cléon-Alu families, which were tuned by Amédée Gordini for improved performance and integration with the lightweight to achieve balanced . Early production models launched in 1963 with the 956 cc engine from the Renault 8, delivering 51 hp. This was followed by the 1,108 cc variant in late 1963, producing 67 hp. Subsequent engine developments included the 1,289 cc Gordini-tuned unit, offering 85 hp in standard form. The lineup culminated in larger displacements, such as the 1,565 cc Gordini versions that provided 116 to 140 hp depending on tuning. These engines featured reinforced internals over standard components, including stronger pistons and crankshafts, enhancing reliability under high-revving conditions typical of use. A representative high-output example is the 1600 S model's 1.6 L TS engine, which generated 125 PS at 6,000 rpm and 147 N⋅m of at 5,000 rpm, paired with twin Weber 45 DCOE s for precise delivery. This setup employed a of 11.25:1 to optimize power while maintaining durability. Fuel systems evolved from single s on initial models to dual setups on higher-performance variants, with rare prototypes exploring electronic for potential efficiency gains, though production cars retained carburetion. In later production years, engines like the 1600 SX incorporated adaptations from the TX for compliance with emerging European emissions standards, including refined calibration to reduce output.

Transmission and suspension

The Alpine A110 employed a rear-wheel-drive layout, with power delivered through a derived from components. Early models from 1962 to 1968 featured a four-speed gearbox with synchromesh on all forward gears, while later versions from onward offered a five-speed option for improved cruising and rally versatility. Some configurations included an optional to enhance traction on loose surfaces, particularly in performance-oriented variants tuned for competition. The suspension system was designed for agile handling, contributing to the A110's reputation in . It utilized all around, with double wishbones at the front providing precise control and camber stability during cornering. The rear setup employed trailing arms with coil springs and adjustable dampers, tuned for a balance of road comfort and track responsiveness; later models from 1974 incorporated double wishbone rear suspension borrowed from the A310 for even greater refinement. Braking evolved over the production run to match the car's performance demands. Initial models relied on drum brakes at the rear, but by , all variants received disc brakes on all four wheels, often with servo assistance for reduced pedal effort. These ventilated discs, typically 260 mm in diameter, provided strong relative to the lightweight . Wheels were 15-inch alloys as standard, shod with 185/70R15 tires that offered a good compromise between grip and ride quality. Track widths measured approximately 1.31 meters front and rear, supporting the narrow stance suited to twisty European roads and rally stages. The rear-engine placement resulted in a weight distribution of roughly 40% front to 60% rear, which promoted sharp turn-in and neutral handling when combined with the low center of gravity.

Variants and model changes

Early models (1962–1968)

The early models of the Alpine A110, spanning 1962 to 1968, introduced the Berlinette as a , rear-engined built on a steel tubular chassis with bodywork, emphasizing affordability and accessibility for enthusiasts. These initial variants relied on Renault-sourced components, starting with smaller-displacement engines suited for everyday touring while offering nimble handling. Production was centered at the factory, with incremental updates focusing on engine capacity, braking, and regulatory compliance rather than radical redesigns. Launched in 1962, the A110 1000 featured a basic trim with a rear-mounted 956 cc inline-four engine derived from the , tuned to produce 51 bhp at 5,500 rpm. This entry-level model achieved a top speed of approximately 140 km/h, prioritizing over outright power in its four-speed manual configuration. By , the A110 1108 addressed demands for better performance with an enlarged 1,108 cc engine outputting 66 bhp, accompanied by upgraded disc brakes for improved . Around 1,000 units of this variant were built, marking a step toward broader appeal while maintaining the car's compact dimensions of 3.85 meters in length and under 700 kg curb weight. The 1965 A110 1300 further refined the lineup with a 1,289 cc Gordini-tuned engine delivering 85 hp, enabling smoother highway cruising and an optional removable hardtop for enhanced touring versatility over pure sporting intent. This model shifted emphasis toward grand touring characteristics, with power routed through a five-speed gearbox option. From 1966 to 1968, updates were modest to ensure ongoing compliance with evolving standards, including revised front bumpers for better impact absorption and updated clusters for improved . These changes preserved the A110's signature low-slung while solidifying its position as an attainable French sports car, often praised for balancing cost with driving purity.

1600 models (1969–1977)

The 1600 models of the Alpine A110, introduced starting in 1969, marked a shift toward higher performance and broader market appeal, building on the car's lightweight construction and rear-engine layout to deliver enhanced speed and handling. These variants utilized a 1.6-liter inline-four , derived from the TS but tuned for greater output, allowing the A110 to compete more effectively in both road and rally environments. The series emphasized a balance of sportiness and refinement, with production continuing until 1977 amid evolving emissions regulations. The 1600 VE, launched in October 1969, was positioned as a more luxurious sports variant aimed at enthusiasts seeking grand touring capabilities. It featured the 1,565 cc 807-24 engine tuned by the Centre d'Études to produce 116 hp at 6,000 rpm, paired with a five-speed . Interior upgrades included velvet-upholstered seats for added comfort, while the exterior retained the iconic berlinette styling with subtle refinements like improved ventilation. This model achieved a top speed of approximately 190 km/h and accelerated from 0 to 100 km/h in about 9 seconds, appealing to buyers in who desired a blend of performance and everyday usability. In 1970, Alpine introduced the 1600 S, a rally-inspired evolution designed for competition dominance while remaining road-legal. The engine was further developed to deliver 125 hp at 6,000 rpm through higher compression, twin Weber carburetors, and lightweight components, enabling a top speed exceeding 210 km/h and 0-100 km/h in under 8 seconds. Key features included fiberglass panels for reduced weight (around 750 kg dry), reinforced suspension, and optional limited-slip differential, making it a favorite for privateer racers. The 1600 S's agile chassis and power-to-weight ratio contributed to its success in international events, solidifying the A110's reputation as a lightweight giant-killer. Approximately 1,833 units of the 1600 S were produced between 1970 and 1973. The 1600 GTL, debuted in as the Grand Tourisme Luxe variant, prioritized comfort for long-distance driving without sacrificing the model's dynamic essence. Retaining the 116 hp engine output for smoother delivery, it incorporated reclining bucket seats, enhanced sound insulation, and optional to cater to affluent buyers. Weighing about 780 kg, the GTL offered refined ride quality via adjusted dampers and achieved a top speed of around 195 km/h. This version represented Alpine's effort to broaden the A110's appeal amid rising fuel costs and competition from larger grand tourers. By 1976, final updates to the series addressed stricter emissions standards, particularly in and , resulting in slightly detuned engines for the SX sub-variant, with power reduced to 93 hp to comply with controls while maintaining drivability. Export models, such as the 1600 VD, featured federalized specifications including larger impact bumpers, revised lighting, and compatibility for U.S. and European markets, though these added weight and altered the car's pure aesthetics. The 1600 series as a whole accounted for roughly 5,000 units out of the A110's total production, with the line ending in 1977 as Alpine transitioned to the A310.

Motorsport

Rally achievements

The Alpine A110 established its rally credentials with a significant early victory in the 1969 , where it secured a class win and demonstrated strong performance on the demanding Corsican asphalt stages. This success, driven by Jean-Claude Andruet, highlighted the car's lightweight chassis and responsive handling, setting the stage for its dominance in international . Building on this momentum, the A110 achieved notable success in the , with Jean-Claude Andruet clinching the drivers' title in 1970 through consistent podium finishes across the season's events. In 1972, the car contributed to further European accolades, including strong results in the for Manufacturers, underscoring its reliability and adaptability to diverse rally surfaces. The A110's prowess was particularly evident in the Monte Carlo Rally, where it claimed outright victory in 1971 with Swedish driver Ove Andersson at the wheel, navigating treacherous snow and ice conditions to outpace rivals like the Ford Escort. This triumph was part of a broader campaign that included a dominant 1-2-3 finish in the 1973 Monte Carlo Rally, led by Jean-Claude Andruet with Jean-Pierre Nicolas securing third place, showcasing the car's superior traction and endurance. These results were instrumental in Alpine-Renault winning the inaugural manufacturers' title in 1973, with the A110 securing six victories out of 13 rounds, including the Press on Regardless Rally and . Key drivers such as Jean-Luc Thérier and co-driver Michèle "Biche" Petit played pivotal roles in these campaigns, with Thérier's precise control contributing to multiple stage wins and overall reliability that minimized mechanical failures during grueling events. To meet Group 4 requirements, Alpine reinforced the A110's with additional bracing and underbody protection, enhancing its structural integrity for high-speed impacts and jumps while maintaining the base 1600 S model's agile dynamics. These modifications, combined with tuned engines, allowed the car to excel in stage times, often leading special stages by margins of over 30 seconds. Over its competitive lifespan, the A110 amassed numerous international rally victories, with its reputation for reliability cementing its status as a rally icon.

Other racing successes

The Alpine A110 demonstrated notable prowess in hillclimb competitions during the , particularly in the French Hillclimb Championship (Championnat de France de la Montagne), where tuned 1300 and 1600 variants secured multiple class victories. By 1965, the A110 dominated the event, occupying the top five positions in its class, with Reynaud taking the victory in 14 minutes and 18 seconds, while Vidal won the F3 category in 12 minutes and 15 seconds. In 1966, secured the "Voiture de Sport" class at in 12 minutes and 20 seconds, highlighting the model's lightweight chassis and responsive handling on steep, twisting courses. These successes extended through the late , with consistent class triumphs in Group IV and GT categories, underscoring the A110's adaptability for tarmac hillclimb events despite not capturing overall championships. In circuit racing, the A110 competed effectively in events like the , earning wins in GT classes from 1964 to 1968. The model's body and rear-engine layout provided superior balance for endurance-style circuit stages, allowing privateer and works entries to challenge larger-displacement rivals in their categories. These performances built on the Berlinette's reputation, with tuned variants like the 1300 excelling in mixed road-circuit formats that tested reliability and speed. The A110 made several appearances at the 24 Hours of Le Mans in the 1960s, prioritizing reliability testing in the Prototype and GT classes. By 1968, two entries in the GT 1.3 class, driven by Jacques Bourdon/Maurice Nussbaumer and others, were not classified after failing to complete sufficient distance, yet the outings validated the model's durability under 24-hour strain. Homologation specials played a key role in the A110's racing versatility, with the 1300 variant receiving FIA Group 4 approval on February 2, 1966, enabling competition in international GT and production-based categories. This certification required 500 units produced, influencing street models by incorporating racing-derived features like enhanced bodywork and gearbox ratios, while allowing modified versions to meet minimum weight and engine specs for FIA-sanctioned events.

Legacy and cultural impact

Production figures and market

The Alpine A110 Berlinette saw a total production of approximately 9,000 units worldwide during its run from 1962 to 1977, including about 7,500 built in , , and around 1,500 licensed versions in . The was , facilitated through Renault's dealer network, with limited exports to other European countries; penetration into the was rare due to stringent emissions regulations in the . Sales reached their peak between 1970 and 1973, buoyed by the model's growing rally reputation, with 1,029 units produced in 1971 alone; however, the triggered a sharp decline in demand for sports cars, contributing to the model's phase-out by 1977. In the contemporary collector market as of 2025, restored Alpine A110 units typically command average prices ranging from 50,000 to 150,000 euros, depending on condition, provenance, and variant, with premium examples like Group 4 racers fetching higher sums.

Influence on modern Alpine

The original Alpine A110 established the brand's enduring reputation for lightweight engineering and agile performance, principles that directly influenced subsequent models such as the A310, which adopted a similar mid-engine layout and construction to maintain low weight and balanced handling. This heritage extended to Sport's lineup, where the A110's emphasis on driver engagement and minimalism informed vehicles like the RS and Mégane RS, incorporating lightweight materials and precise tuning derived from Alpine's DNA. In 2012, to commemorate the 50th anniversary of the A110's debut, Renault unveiled the A110-50 concept, a one-off that bridged the classic Berlinette's iconic styling—such as its compact proportions and rear-engine configuration—with modern aerodynamics and a carbon-fiber body. Powered by a 400-hp V6 from the Mégane Trophy racer, the concept paid homage to the original's rally prowess while signaling 's intent to revive the Alpine marque, blending with contemporary performance ideals. The 2017 Alpine A110 marked the brand's full revival, directly echoing the original's mid-engine layout with a rear-wheel-drive setup and an extruded aluminum weighing just 1,103 kg for exceptional . It features a 1.8-liter turbocharged inline-four producing 252 hp, paired with a seven-speed , enabling a 0-62 mph sprint in 4.5 seconds. Production at the plant began in December 2017, surpassing 20,000 units by late 2023. In October 2025, Alpine announced a final production run of 1,750 units, with overall production reaching nearly 30,000 by mid-2026, after which a fully electric third-generation A110 is planned, underscoring the model's commercial success in reestablishing Alpine as a premium maker. The A110's cultural footprint endures through its appearances in media and preservation efforts, including the 1984 French film Ronde de Nuit where it featured prominently in action sequences, as well as in video games like the Gran Turismo series, which has included variants such as the 1972 A110 1600S since Gran Turismo 6. Original examples are showcased in institutions like the Petersen Automotive Museum's "Driven to Win" exhibit and the Lane Motor Museum, highlighting its rally legacy. Under Renault's 2014 relaunch strategy, the A110 played a pivotal role in repositioning Alpine as a standalone performance brand focused on electric and hybrid innovation, culminating in the 2017 model's role as the spiritual successor that revitalized global interest.

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