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Alpine A210
Alpine A210
Alpine A210
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Alpine A210
CategoryGroup 6 sports prototypes (Le Mans 1967)[1]
ConstructorAlpine
PredecessorAlpine M65
SuccessorAlpine A220
Technical specifications
ChassisSteel tubular platform frame chassis, 2-door coupe fiberglass bodywork
Suspension (front)Double wishbone suspension, coil springs over dampers
Suspension (rear)Lower wishbones, top links, twin trailing arms, coil springs over dampers
EngineRenault mid-mounted
Transmission
5 manual
Weight670 kg (1,477 lb)
FuelElf Aquitaine
BrakesSteel discs
TiresMichelin A1 (and others)
Competition history
Notable entrantsSociété des Automobiles Alpine
Debut1966 Spa 1000 km[2]
WinsPolesF/Laps
100
Constructors' Championships0
Drivers' Championships0

The Alpine A210 was a sports car prototype manufactured by Alpine that competed in sports car racing from 1966 to 1969. The car is derived from the M series prototypes (M63, M64, and M65) introduced by the company in the early 1960s and powered by Gordini-tuned Renault engines with small displacements. In 1967, a short-lived V8-powered version of the A210, named as A211, was introduced. A major redesign of the A211, the A220, was unveiled the following year. As a consequence of the poor racing results for the two redesigns, Alpine withdrew from sports car racing all of 1970 to 1973, returning for the 1974 European 2 Liter Sports Car Championship with the Alpine A441, finally achieving the overall win at the 1978 24 Hours of Le Mans with the Renault Alpine A442.

History

[edit]

M63, M64, and M65

[edit]
Alpine M63
Alpine M65

In 1962, the founder and chief of the Société des Automobiles Alpine, Jean Rédélé, with the support of Shell, requested to Renault Gordini-tuned engines for a sports car programme centred on the 24 Hours of Le Mans, similar to the ones used by BP-sponsored rival Bonnet. Rédélé got a 1-litre inline-four engine and his objective was to build a prototype capable of winning the index of performance award. He contacted Colin Chapman for the design, with the idea of mounting the engine on a Lotus 23-based car, but the latter refused and the basic design development was left in charge of British engineer Len Terry, who created a concept similar to the Lotus. The final chassis design was made by heavy vehicle engineer Richard Bouleau and the external design by Bernard Boyer. The new car was named M63, and, although having some structural problems, it won a class victory in its competition debut at the 1963 edition of the Nürburgring 1000 km. At the 1963 24 Hours of Le Mans, however, none of the three M63s entered finished the race and one of their drivers, Brazilian Christian Heins, died.[3]

After the problems encountered, Alpine built three units of a revised model based on the M63, named as M64. The new cars were entered alongside some of their predecessors into the 1964 24 Hours of Le Mans where an M64 powered by a 1.1-litre engine won its class and the index of performance (chassis 1711). An M64 also won its class at the 12 Hours of Reims of that year (chassis 1711).[3][4] In 1965, Alpine introduced yet another revised version of its prototypes, named as M65. At the 1965 24 Hours of Le Mans, none of the Alpine prototypes entered finished the race,[3] although M65s won their class at the 12 Hours of Reims and the Nürburgring 1000 km of that year.[5]

A210

[edit]

Following the Le Mans results, Alpine decided to overhaul completely its prototype design and introduced the Alpine A210[3] (although some lightly modified M65s also participated in some races badged as A210).[6] In the 1966 24 Hours of Le Mans, Alpine made a 1-2-3 in the energy efficiency index, with speeds of up to 270 km/h using a 1.3-litre engine.[3] An A210 driven by Mauro Bianchi won the overall classification of the 1966 Macau Grand Prix for touring cars.[7] Rédéle used the results to convince Renault of giving him support for the construction of a car aimed at the overall victory in Le Mans. Gordini was commissioned to build a new 3-litre V8 to be fitted on the A210 chassis,[3] although it would not be ready for the 1967 edition.[1] Before the race, the A210 was used for the early test of the first radial treadless tire for racing (the Michelin A1).[8] At the 1967 24 Hours of Le Mans, the official Alpine team and the satellite Écurie Savin-Calberson entered with seven A210 (five with the 1.3-litre inline-four engine, one with a 1.5-litre engine and one with a 1-litre engine) and a M64 (with a 1-litre engine).[9] A 1.3-litre and the 1.5-litre A210s won their class, although none get an index win.[10]

A211

[edit]

The V8-powered A210 (named as A211) was unveiled at the 1967 Paris Motor Show and presented to Charles de Gaulle by Jean Rédélé and Renault's president, Pierre Dreyfus.[3] The Gordini engine was compact as requested by Alpine, but proved to be unreliable. Alpine engineers also discovered it was impossible to adequately adapt the engine to the car. They adopted a transitional solution, modifying the A210's rear-end for the engine and adding new wheels, a new 5-speed ZF gearbox and larger rear brakes' cooling inlets.[11] Its debut was at a non-championship race, the Paris 1000 km in the Montlhéry track, where the car problems became evident.[12]

A220

[edit]
An Alpine A220

For 1968, new regulations banned the four to seven litres engines used by various Alpine rivals such as Chaparral, Ferrari, and Ford which increased Alpine's hopes. The new Alpine contender, the A220, was very different than its predecessor. It was wider, larger, and had bigger wheels. It adopted a right-hand drive layout different from all of its predecessors which were left-hand. This was judged better as most of the turns on circuits are right-handers.[13] At the 1968 24 Hours of Le Mans, only one of the four A220s that entered finished. It was just ahead of three A210s, which again did a 1-2-3 on the performance index. More bad results followed in 1969.

Aftermath and legacy

[edit]

With results far below expectations and increased competence, Alpine pulled out of sports car racing in 1970 and focused their resources on rallying. Alpine, in partnership with its then parent company Renault, returning for the 1974 European 2 Liter Sports Car Championship with the Alpine A441, finally achieving a Le Mans overall victory in 1978 with the Renault Alpine A442.[3]

References

[edit]

Bibliography

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Alpine A210

View on Grokipedia
from Grokipedia
The Alpine A210 was a lightweight car developed and produced by the French manufacturer Alpine from 1966 to 1969. Designed exclusively for competition in small-displacement categories, it featured a tubular chassis with aerodynamic bodywork, including a distinctive and stabilizing fins, and was powered by a rear-mid-mounted, Gordini-tuned inline-four engine. With a curb weight of approximately 700 kg (1,477 lbs) and a top speed exceeding 260 km/h (162 mph), the A210 prioritized efficiency and reliability, enabling strong performances in events like the , where it claimed class victories in 1966, 1967, and 1968. Introduced as a new competition in 1966, the A210 built on Alpine's experience with earlier M-series models (M63, M64, and M65), incorporating design refinements by engineers such as Richard Bouleau and Marcel Hubert to enhance and handling. Only eight examples were constructed ( numbers 1720–1727), some equipped with displacements ranging from 1.0 to 1.5 liters—typically a 1.3-liter (1,296 cc) version delivering 135–140 hp at 7,000 rpm—paired with a five-speed or and . This setup allowed the car to excel in Group 6 , emphasizing fuel economy and low-weight construction over , in line with Alpine's strategy under founder Jean Rédélé to target indices of at . The A210's racing career highlighted Alpine's prowess in endurance events, with multiple entries across and beyond. At the , four A210s finished in 1966, securing 9th, 11th, 12th, and 13th overall positions, including a class win in the 1,151–1,300 cc category for chassis 1723 driven by Henri Grandsire and Leo Cella. In 1967, it repeated the class victory (9th overall) before switching to a smaller 1,005-cc for 1968, earning another 1st in class (14th overall) and the Index of Performance; in 1969, while most entries did not finish due to mechanical issues, one A210 placed 12th overall and 1st in class. Outside , the model achieved successes such as 9th at the 12 Hours of (1967), 4th at the 500 km (1968), and 7th at the 9 Hours of (1967), demonstrating its versatility before Alpine shifted focus to and the successor A220 prototype. Today, surviving A210s, like the unrestored chassis 1725, are prized pieces and collector items, symbolizing Alpine's innovative engineering in the 1960s motorsport era.

Background and Development

Early Prototypes (M63, M64, M65)

The Alpine M63 prototype marked the beginning of the company's dedicated sports racing program in 1962, initiated by founder Jean Rédélé in response to limited support from Renault for Le Mans participation. Drawing inspiration from the Lotus 23 chassis, the M63 featured a steel tubular frame with a central box-section beam, initially designed by Len Terry with modifications by in-house engineers Richard Bouleau and Bernard Boyer to adapt to French regulations and incorporate elements from the production Alpine A110. Powered by a mid-mounted 996 cc Gordini-tuned Renault four-cylinder engine producing approximately 93 bhp, fitted with twin Weber carburetors and paired to a Hewland five-speed gearbox in a Volkswagen casing, the M63 emphasized lightweight construction and agile handling through double-wishbone front suspension and a rear setup with lower wishbones, top links, and trailing arms. Under the oversight of driver and later competitions manager Jacques Cheinisse, these components were integrated to ensure compliance with prototype class rules. The M63 made its racing debut at the 1963 1000 km, where it secured a class victory in the under-1.0-liter category while finishing 11th overall, demonstrating the effectiveness of its compact design and tuned engine despite challenging wet conditions. This success validated Rédélé's strategy of leveraging Gordini expertise for engine preparation, building on the shared technical foundations of tubular steel and Renault-based powerplants that would define the M-series evolution. Only four examples were built, paving the way for further refinements in subsequent models. For the 1964 season, the M64 emerged as an updated iteration of the M63, incorporating aerodynamic enhancements such as a more streamlined body with rear wheel fairings and a low-slung profile to reduce drag and improve stability at higher speeds. Retaining the core tubular linked by a central beam and the 1,149 cc Gordini engine—now tuned for approximately 115 hp—the M64 benefited from these aero tweaks, which contributed to its super-lightweight construction weighing around 500 kg. Three were produced, with the final example debuting at the 1964 . At , the M64 achieved a class victory in the 1.0-liter category and clinched the Efficiency Index trophy, highlighting its and reliability over the 24-hour endurance test driven by Henry Morrogh and Roger Delageneste. These results, combined with a class win at the 12 Hours of later that year, helped the M64 secure the French Sportscar Championship, underscoring the iterative improvements in and tuning from the M63 base. The M65, introduced in 1965, refined the M64 platform with further aerodynamic optimizations including a truncated rear section and finned rear wings to enhance downforce and stability, alongside the adoption of lightweight fiberglass body panels to maintain a curb weight under 550 kg. Two units were constructed, powered by an enlarged 1,296 cc twin-cam Gordini-tuned Renault engine delivering up to 130 bhp, evolving from the smaller variants while preserving the steel tubular chassis and central beam structure central to the M-series. Under the direction of engineers like Richard Bouleau, these changes focused on boosting top speed and endurance for international competition. The M65 excelled in the 1.3-liter prototype class, securing a victory at the 1965 12 Hours of with drivers Jean de Mortin and Jean-Pierre Manux completing 249 laps for first in class and seventh overall. It followed this with an outright win at the 500 km later that year, driven by and [Mauro Bianchi](/page/Mauro Bianchi), affirming the prototype's refined balance of power, lightweight materials, and aerodynamic efficiency. These achievements built directly on the M63 and M64 foundations, setting the stage for the A210's development.

Design Evolution to A210

The development of the Alpine A210 commenced in 1965 as a direct of the M65 prototype, following disappointing results at that year's , with the first chassis completed toward the end of 1965 and the model making its official public unveiling in early 1966. This timeline allowed Alpine engineers to incorporate lessons from the M-series prototypes (M63, M64, and M65) into a more refined design aimed at greater competitiveness in endurance racing. The project represented a focused effort to refine the core while addressing specific handling and aerodynamic limitations observed in prior iterations. Key engineering advancements from the M65 included modifications to the suspension system, which raised ground clearance for improved track versatility, and revised underbody shielding to enhance aerodynamic efficiency and reduce drag. The retained the M65's central beam and multitubular but benefited from a widened track width to bolster overall stability during high-speed corners. Refinements to the bodywork further optimized airflow, contributing to a sleeker profile that balanced and reduced resistance without compromising the lightweight construction essential for prototype racing. These changes transformed the A210 into a more capable platform, emphasizing reliability and adaptability over radical redesign. A total of eight were produced for the A210, including the converted M65 chassis 1719, numbered 1719 through 1726, each initially fitted with a 1.3-liter Gordini-Renault rated at 125 horsepower to meet displacement constraints in classes. Validation testing involved initial shakedown runs at the Dieppe circuit, Alpine's dedicated facility near its Dieppe factory, where engineers fine-tuned suspension geometry and body integration under real-world conditions. The A210 was specifically engineered to conform to the FIA's Group 6 regulations, targeting success in events like the European 2-Litre Championship by prioritizing and alongside outright speed.

Technical Specifications

Chassis and Body

The Alpine A210 utilized a tubular constructed from chromium-molybdenum-treated tubing, providing a robust yet agile foundation for its mid-engine layout. This spaceframe design contributed to the car's dry weight of approximately 700 kg, emphasizing minimal mass to enhance handling and acceleration in endurance racing. Suspension was independent at both ends, featuring double wishbone setups with coil springs over dampers, which allowed for precise control and compliance over varied circuits. Braking was handled by disc brakes on all four wheels, with an enhanced cooling system and aluminum hub carriers to manage heat during prolonged high-speed runs. The body comprised hand-laid panels affixed to the , forming a sleek, low-drag profile optimized for aerodynamic efficiency. This construction included pop-up headlights and a refined rear with a '' extension and stabilizing tailfins, measuring roughly 4,090 mm in length, 1,700 mm in width, and 1,050 mm in height to minimize frontal area and promote high-speed stability. radial tires, fitted with aerodynamic fairings, shod 13-inch wheels, further aiding grip and reducing drag.

Engine and Drivetrain

The Alpine A210 was powered by a mid-mounted, Gordini-tuned inline-four engine, initially displacing 1,296 cc and producing approximately 135-140 hp at 7,000 rpm in its base configuration for the 1966 season. This compact unit, derived from 's production blocks but extensively modified by Amédée Gordini for racing, emphasized high-revving performance and efficiency, enabling the car to achieve class-leading fuel economy in endurance events. A later evolution increased displacement to around 1.5 liters (1,470 cc), boosting output to about 145-165 hp at 8,500 rpm while maintaining the engine's lightweight aluminum construction and five-bearing for reliability under high stress. An experimental V8 variant, known as the A211, featured a 3.0-liter (2,986 cc) engine delivering around 260-310 hp, but it suffered from reliability issues and high consumption, seeing limited use. The drivetrain featured with power delivered through a five-speed manual gearbox, typically a unit for standard configurations or a ZF for V8-equipped models, paired with a to optimize traction on varied circuits. The system employed two 40 mm Weber double-body carburetors for precise metering, complemented by dry-sump lubrication to ensure consistent oil pressure during prolonged high-G cornering and sustained high speeds. Performance characteristics highlighted the A210's agile , with the 1.3-liter version reaching a top speed of approximately 270 km/h, underscoring its balance of power and low weight in prototype racing. These metrics, achieved through the mid-engine placement integrated with the tubular chassis, allowed competitive outright speeds despite the modest displacement.

Racing Career

1966 Season

The Alpine A210 made its racing debut in the season as part of the European 2-Litre Sports Car Championship, marking the factory team's entry into prototype competition with the new model. The first outing occurred at the 1000 km of on , where two cars finished 18th overall and suffered a did-not-finish (DNF) due to mechanical issues, providing initial data on the prototype's performance under endurance conditions. This early exposure highlighted the A210's lightweight design and efficient Renault-Gordini 1.3-liter , though reliability remained a challenge with some retirements noted across the season. At the 1000 km of Spa-Francorchamps on May 22, the A210 showed improved competitiveness, with factory entries securing 1st and 2nd in the P1.3 class (9th and 10th overall) driven by Roger Delageneste/Pierre Patte and /Jean Vinatier, respectively; two additional cars did not arrive at the event. The season's pinnacle came at the on June 18-19, where Alpine entered six A210s, four of which finished: 9th overall (Henri Grandsire/Léo Cella), 11th (Jacques Cheinisse/Roger Delageneste), 12th (Guy Verrier/Robert Bouharde), and 13th (Jean Vinatier/). The A210s dominated the energy efficiency index with a 1-2-3 finish, thanks to the small-displacement engine's superior fuel economy relative to distance covered, averaging speeds up to 270 km/h despite the 1.3-liter capacity. Two entries retired during the race due to mechanical failures, underscoring ongoing reliability concerns. Subsequent rounds of the European 2-Litre Championship demonstrated the A210's growing prowess, including a 2nd-place finish at the 500 km of on September 4 (driven by Delageneste) and a 4th overall at the 1000 km of on October 16 (Delageneste/Cheinisse). The season concluded triumphantly at the on November 20, where Mauro claimed overall victory in an A210, the first for a French prototype at the event and a testament to the model's speed on street circuits. Across the year, approximately five A210 chassis were actively raced by the factory Société Automobiles Alpine team, supported by privateers such as Ecurie , with a mix of class podiums and outright successes establishing the prototype's viability against larger-engined rivals.

1967 Season

The 1967 season marked the Alpine A210's most ambitious campaign yet, with Alpine entering seven cars at the 24 Hours of Le Mans, including works entries from Société des Automobiles Alpine and customer teams like Ecurie Savin-Calberson. The highlight was a pair of class victories in the small prototype categories: chassis 1725, driven by Henri Grandsire and José Rosinski with a 1.3-liter Renault-Gordini engine, secured 9th overall and 1st in the P1.3 class after completing 321 laps, while the No. 45 entry of Jean Vinatier and Mauro Bianchi triumphed in the P1.6 class with 311 laps and 13th overall. Three other A210s finished in the top 15 overall, demonstrating the model's reliability despite retirements due to mechanical issues in the remaining entries. To enhance competitiveness, Alpine upgraded select A210s to a 1.5-liter Renault-Gordini variant, delivering improved power and top speeds while maintaining the body and rear-engine layout derived from the prior year's prototypes. This modification proved effective in endurance events, allowing cars like the No. 45 at to challenge larger-displacement rivals more effectively. Throughout the European 2-Litre Sports Car Championship, the A210 achieved multiple class podiums and consistent top-10 finishes, underscoring its efficiency in fuel consumption and handling on varied circuits. Notable results included a 3rd-place overall at the Gran Premio de driven by , a class victory for Roger Delageneste at the 500 km , and strong showings at Spa-Francorchamps (14th and 16th) and Reims 12 Hours (9th and 10th). Despite facing stiff opposition from the 910, which dominated outright wins with superior straight-line speed, the A210's agile chassis and economical engine earned praise for maximizing results in the under-2-liter categories.

A211 Variant

The A211 was a short-lived V8-powered of the Alpine A210, developed to enable competition in larger displacement prototype classes under Group 6 regulations. Unveiled at the in October, it featured minimal body modifications from the A210 but utilized a reinforced and upgraded transmissions to accommodate the significantly heavier powerplant. The car's 3.0-liter Renault-Gordini , derived from combining two 1.5-liter four-cylinder blocks, delivered approximately 260 horsepower at around 7,000 rpm, a substantial increase over the standard A210's inline-four but at the cost of added weight—nearly double that of the original engine—which disrupted balance and handling. This adaptation aimed to position Alpine against more powerful rivals like Porsche's 907, though the V8's fuel consumption proved inefficient for endurance events. The prototype, chassis number 1727, was notably presented to French President during the show, highlighting its national significance. The A211 made its racing debut at the 1967 Paris 1000 km at Montlhéry on October 15, driven by and Henri Grandsire, starting from 11th on and finishing seventh overall after 121 laps—the best result for a French in the race—despite early challenges with the unproven . However, transmission strain and overheating issues emerged in testing and subsequent outings, exacerbated by the V8's thermal demands and the chassis's limited revisions for weight redistribution. Over its brief career spanning 1967 and 1968, the A211 contested only five events, achieving a third-place finish at the 1968 1000 km but suffering retirements elsewhere, including a failure at the 1968 Sebring 12 Hours after just 39 laps and aerodynamic instability at the 1000 km. These persistent reliability problems, combined with the engine's underperformance relative to its weight penalty and shifting FIA priorities toward smaller engines, led to its abandonment after minimal development, paving the way for the more refined A220. No further competitive starts occurred, marking the variant's quick demise.

A220 Successor

The Alpine A220, introduced in 1968 as the direct successor to the A210, featured significant modifications including a wider body measuring 1,690 mm to improve stability and a right-hand drive configuration tailored for the left-hand turns at . The design retained core elements from the A210 as an evolutionary base, such as the tubular spaceframe chassis, while incorporating a new 3.0 L —composed of two 1.5 L inline-four blocks—for enhanced power output of around 310 hp with carburetors or up to 350 hp with . At the 1968 , Alpine entered four A220s alongside older A210 models, achieving a best result of 8th overall for the #30 entry driven by André de Cortanze and Jean Vinatier, which completed the race without major issues; the remaining three A220s retired due to mechanical failures, primarily engine-related. This performance highlighted the car's potential but also its reliability shortcomings against dominant prototypes like the 907. The 1969 season represented the A220's final competitive outings in the , with entries in events such as the 1000 km races at , , and the , though results were limited to minor class successes in French national events and several DNFs, including at the 6 Hours due to mechanical issues; at , three A220s started but all failed to finish, primarily from and suspension failures, yielding no overall victories. A total of eight A220s were constructed, with at least four utilizing modified , marking them as Alpine's last factory-built sports prototypes before a hiatus in the category to redirect resources toward . The A220 program's conclusion stemmed from escalating development costs and fierce competition from more refined rivals like Lola's and Porsche's 908, which offered superior reliability and speed in the 3.0 L prototype class, prompting Alpine to withdraw from international endurance racing at the end of 1969.

Legacy and Aftermath

Withdrawal and Return to Racing

In 1970, Alpine halted its development program due to mounting financial strains exacerbated by shifts in FIA regulations that prioritized 3-liter prototypes, rendering the smaller-displacement efforts less viable and competitive. The A220, as the final model before this decision, underscored the challenges faced in adapting to the evolving rules. During the 1970-1973 hiatus from prototype racing, Alpine redirected resources toward single-seaters and rally competition with the A110, achieving notable successes such as the for Manufacturers in 1971 and the inaugural title in 1973. No new prototype development occurred in this period, allowing the team to consolidate gains in these more accessible categories amid economic pressures. The acquisition of a majority stake in Alpine by Renault on January 1, 1973, provided critical financial and technical resources that enabled a revival of prototype efforts. This paved the way for the 1974 introduction of the A441 in the 2-liter category, where it secured seven victories in the European Sports Car Championship. The program's momentum continued with the A442, culminating in an overall victory at the 1978 24 Hours of Le Mans. Personnel continuity played a key role in the transition, with veterans such as Gérard Larrousse— who had driven for Alpine in earlier prototypes and rallies—returning to the team in 1974 as a driver before assuming the role of in 1976 to guide the renewed prototype campaigns.

Preservation and Historical Significance

Of the eight Alpine A210 prototypes built between 1966 and 1969, several survive today, including notable examples that have undergone restoration and remain active in historic circles. 1725, which competed at the in 1967, 1968, and 1969—securing class victories in the first two years—was discovered in a French shed in 2016 after decades out of sight and later offered at auction, highlighting its rarity and enduring appeal among collectors. Surviving A210s are showcased in key institutions and events dedicated to motorsport heritage. One such example is featured in the "Alpine Spirit Tricolore" exhibition at the Musée des 24 Heures du Mans, which opened in May 2024 and celebrates the brand's history from the onward, with the A210 representing early prototypes that raced three times at the event. These cars also participate in historic racing series, such as the , where restored examples return to the circuit to evoke their original endurance racing spirit. Documentation on privateer operations after 1969 remains sparse, as Alpine's focus shifted following the model's retirement. As of 2025, chassis 1725 has appeared in public demonstrations, including events in May and September. The A210 holds significant historical value as a precursor to Alpine's dominance at in the 1970s, where the brand secured overall victories in 1978 with the A442. Its innovative lightweight design—emphasizing a compact mid-engine layout and aerodynamic body—laid foundational principles for subsequent like the A440, influencing Renault-Alpine's successful return to prototype racing after a hiatus from 1970 to 1973. Culturally, the A210 symbolizes French motorsport innovation, particularly in lightweight engineering that prioritized agility over raw power, earning acclaim among European enthusiasts for its role in elevating Alpine's reputation during the 1960s prototype era. Its legacy extends to modern media through archival footage and demonstrations, underscoring its status as a benchmark for endurance racers that bridged early Alpine experiments with later triumphs.

References

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  47. https://www.24h-lemans.com/en/news/alpine-spirit-tricolore-a-new-exhibition-at-the-24-hours-museum-58567
  48. https://www.instagram.com/reel/DOwF-65jCgn/
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