Alpine A110

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Tested 7.12.17, France On sale June 2018 Price £50,000 (est)

A storied French make is revived and builds a rear-drive coupé with the aim of beating Porsche at its own game. That’s an impossibly tall order… isn’t it? 

Spoiler alert: the Alpine A110 is the best and most exciting car I’ve driven in ages. It is all kinds of good things, this compact marvel, as refreshing and cheering to drive as a nearly great car that has had its unfulfilled wishes granted without compromise.

It’s as joyful as finding a Toyota GT86 has been given the power it always wanted, or the latest Mazda MX-5 with seats in the right place and greater roll control. It is like an Ariel Nomad without the attendant hypothermia, a Smart Roadster Coupé with a terrific gearbox, a Lotus Exige with lighter steering, a Porsche 964 RS with driveline refinement or an original Honda NSX with repairable panels.

Imagine those ‘I love that car but…’ moments, only with the qualifier removed. That’s how well Alpine has absolutely nailed this car.

Am I overegging it? I could be, but hope not. The new Alpine A110 is quite something, even of itself, but it could be the start of something much, much bigger again too. What you’re seeing is the rebirth of a classic French brand. Alpine was established in 1955 but met its end under Renault ownership in 1995, presumed gone forever. But now Renault has brought the brand back, first with this small two-seat coupé, but company bosses namecheck Mini when they talk about the future.Not that, beyond this car, which will presumably involve some faster and less-roofy variants, they’re inclined to talk too much about that. “We have decided to be undecided,” Michael van der Sande, Alpine’s boss, says, with the air of mystery of a man who has decided precisely. You suspect, then, this is the start of something: a premium brand from the Renault-Nissan alliance that, unlike Infiniti, might actually gain traction in Europe.

A price of around £50,000, it should be noted, puts the Alpine in Porsche Cayman territory

How could it not be something else? Surely it is, after all, too expensive to justify otherwise? The Alpeen-a-one-ten isn’t a platform-sharing special. It has a brand-new all-aluminium architecture, will be sold through specialist Alpine dealerships, and needs the overhaul and refurbishment of a good portion of Renault’s Dieppe factory, in Alpine’s home city, where Renault Sport Clios are still made and where the Renault Spyder and the Mk2 Clio V6 were produced. It’s an area of France which still thinks so wistfully about Alpines that local government has put money into completing the factory. There are suppliers here too, after all; it’s not just good for nostalgia, it’s good for business.

You might remember, too, that Caterham was involved in this for a while – from the project’s announcement in 2012 until Caterham pulled out with scant explanation in 2014. The Alpine and Caterham derivatives of this architecture were to have the same glass area but relatively different bodies, but the Alpine has matured since Caterham upped and left. Caterham’s variant would have been even emptier inside and lighter still but, even so, the Alpine A110 tips the scales at just 1080kg, even with all of its fluids aboard. This Première Edition specification, which comprises the first 1955 cars built, and which will keep the production line busy for the first eight months of next year, only weighs 1103kg.

That is a heck of an achievement, today. “We will have the lightest, most agile car in whatever class we’re in,” says van der Sande. Whatever class you’re in, eh? Hmm. Anyway, steel wouldn’t have been light enough for this class, and you can’t make money on carbonfibre at this price point. A price point of around £50,000, it should be noted – this car is Porsche 718 Cayman money.

So we have an all-aluminium platform, comprised mostly of extrusions, with pressed body panels dressing it, and the odd forging for the engine and suspension mounts.

Weight has been shaved everywhere. Alpine asked Sabelt to make seats so light that you have to get out spanners to adjust the height. The speakers weigh only 450g each rather than a 1.5kg norm. And the Brembo rear brake calipers have an integrated parking-brake actuator, so there’s no need for an additional one. That brake is electrically operated, too, because that’s lighter than having a manual bar and cable.

Incidentally, that wasn’t a straightforward decision, because of the kind of people who are engineering today’s Alpine. They’re the kind of people who thought it would be quite nice to retain a manual handbrake, for locking the rear wheels into hairpin bends. The boss himself owns an Alfa Romeo SZ and once built his own Caterham 7. You’d like these people.

Suspension is double wishbones, front and rear. They mean that making everything fit into its 1.8m width is a pain. Wishbones occupy a fair amount of lateral space, and the engine has to be fitted transversely between the rear set, with the fuel tank sited between the front set. But it’s worth the effort: thanks to where the fuel tank sits, weight distribution is 44:56 front to rear, which puts the centre of gravity square between a driver and passenger’s respective hips. Tyre widths are 205 on the front, 235 on the rear; wheel diameter is 17in as standard on base ‘Pure’ models, 18s on alternative ‘Legende’ cars and the launch edition we’re driving.

There’s a 1.8-litre four-cylinder turbo engine making 249bhp. It drives through a dual-clutch automatic transmission to the rear wheels. But why no manual? Two reasons. First, there wasn’t the money to do one, and second, there was no guarantee anybody would buy one anyway. So they spent the money making the Getrag DCT better than it is in, say, a Renault Sport Clio. It has wet clutches rather than dry ones, which improves refinement and response. As well as a relatively clean centre console, then, there are paddle shifters fixed to the steering column in an interior that is, compared with a Porsche 718 Cayman, for example, what, exactly?

The A110’s ride is impressively absorbent yet supremely well-controlled

Well. It’s lower in material feel quality. There are more brittle plastics, inevitably, because if you want to make a sub-1100kg coupé, then them’s the breaks. There’s a reasonable-sized touchscreen, and maybe buyers insist the A110 has its own infotainment systems, but frankly I’d prefer a mirror match (such as Apple CarPlay or Android Auto) with the smartphones all buyers will surely have anyway, and which would operate more effectively and save a few quid and kilos.

That the A110 is a small car – length 4180mm, width 1798mm and height 1252mm – means there’s minimal oddments storage inside, while the luggage compartments are small too. The rear is short because only the metal bootlid, not the glass hatch above the engine, lifts, while the front boot is shallow because the fuel tank’s beneath it.

But, hey, you don’t complain about a motorbike not having a spare wheel: this is a light car, for heaven’s sake. Of course it’s little.

What it isn’t, mind, is cramped. Even the tallest of my colleagues had no trouble finding sufficient room, which is more than you can say for a Jaguar F-Type, for example, while the diddy steering wheel adjusts massively too. It’s pleasing enough, and features the button for the drive modes which, fortunately, do not adjust the way it drives extensively.

A short push gives you Sport mode, which increases steering weight, throttle and gearbox response and relaxes the stability control; an extended push puts it in Track mode and does all those things some more. On the dash there is an ‘ESP-off’ button, which does what it says.

None of these things, though, notably changes the way that the A110 goes down the road, because it runs on passive dampers that always do precisely the same thing: give it a ride that’s impressively absorbent yet supremely well-controlled. This Alpine was never slated to have adaptive dampers, because they are heavy and so is the control unit, and so forth. And because Alpine engineers say that roll isn’t a bad thing. But the A110’s body is so light that you don’t notice much roll anyway, even on a circuit, while the soft springing and damping, and hollow, relaxed anti-roll bars mean that it breathes and flows as it mooches down even some of the worst-surfaced roads. There’s a hint of a modern McLaren in the way it glides with uncorrupted steering and progressive, linear rates of lean.

It steers, too. Lightly, granted, and, at first you wonder if it has less feel and precision than a 718. But there is road feel there, and accuracy; it’s just more discreetly telegraphed than in, say, that 718, or a GT86. At 2.2 turns between locks it’s plenty fast enough, mind, and it really communicates on a circuit as cornering forces build.

And at all times, the A110 is more agile than any competitor. On the road, its poise and willingness is as natural as it is addictive. Does it need a limited-slip differential? It doesn’t have one, relying on a (lighter) open diff and with inner-wheel braking instead, to prevent a single wheel spinning, but these systems can only do so much. In some hairpins, when that inside wheel gets unloaded, the A110 can spin a wheel up like a basic MX-5 or a Caterham 160.

But when you have more lateral load applied – on a race track, for example – it certainly doesn’t need a limited-slip diff at all. There’s a tiny bit of understeer if you look for it, cornering under power or overloading the front tyres under braking. But more subtly shift the weight balance as you turn and it’s a doddle to take the A110 from neutral to oversteer, at which point there’s easily enough power to ride out a slide a little, or a lot, with a divine handling balance and a supreme level of adjustability. No, I think I’d leave that diff alone.

Regardless of the drive mode, the A110’s engine develops plenty of zing and fizz. In the angrier modes the exhaust delivers angrier pops, but in all there’s a touch of lag as revs build to the 6750rpm limit, which it fairly whizzes up to. Alpine says that the A110 isn’t about outright speed, and that lap times and straight-line pace don’t really matter when it comes to driving pleasure. Which is true, and refreshing to hear from a car maker, but this is still a car that covers the 0-62mph sprint in 4.5sec and which has to be limited to 155mph.

Don’t for a moment think it’s slow. The seven-speed gearshift has been improved over the six-speeder in the current Clio. It shifts quickly, mostly cleanly, but there’s still an occasional feeling like it has pulled a neutral when you’re on the overrun and expect better engine braking than it delivers. The gearbox is not a match for Porsche’s PDK, but I liked it so much anyway that sometimes I found myself wondering if it wouldn’t matter if the gearbox were made of butter and the steering was joined with cheese strings.

What Alpine has done with the A110 is nothing short of an utterly remarkable job

Perhaps I’m just overlooking faults because it’s an 1100kg two-seater? I don’t think so. Remember the Alfa Romeo 4C? I expected that to be good too, but it only works on the smoothest of places. The A110 works all over the place. You don’t have to just get the ingredients right, you have to do the hard work too.

What Alpine has done here, then, is nothing short of an utterly remarkable job. The A110 is a gem. In a land of lumpen rocks, it gleams like the brightest jewel. It takes the GT86, MX5, 4C and Lotus Elise templates and builds on them, melding their respective qualities into a wonderful blend of poise, comfort, agility, adjustability, desirability and beauty. Or is it just me who thinks this is a fabulous-looking car?

And all at, hmm, yes, £50,000, or thereabouts – it rather depends what happens to the exchange rate by the time right-hand-drive A110s arrive here early next summer.

Would you get out of your Porsche 718 Cayman for one, then? That, I suppose, is the question. The Porsche will be quieter, it has a better gearbox response and there’s no argument that the Cayman has its own compelling version of adjustable mid-engined poise. But I think the Alpine – and I didn’t expect to be writing this – has yet more ability again. It must be the reduced inertia, the reduction in mass, and the utter honesty of its passive suspension and low, central centre of gravity that make it one of the most intuitive, rewarding cars on sale at any price.

Sometimes you drive a sports car – a Ferrari 458 Speciale, McLaren P1, Porsche 911 GT3 RS 4.0, or Ariel Nomad – and know that, somehow, you’re driving a landmark car. That’s the kind of feeling – even without considering the bravery of Renault to push the button on making it – the A110 gives me.

Perhaps it really will be the start of something big. But even if it isn’t, the A110 is truly, wonderfully, special.

MATT PRIOR

GREATER THAN THE SUM OF ITS PARTS
The A110 is assembled in Dieppe but the parts tend to come from elsewhere. Aluminium panels and extrusions arrive to be riveted, bonded and, in places (such as around the engine bay, where hot temperatures could adversely affect glue), welded together.

To keep weight low, some rivets are weakly designed of aluminium. Those just keep components in place while the bonding is going off. In other areas, Alpine has used steel rivets, although because mixing steel and aluminium together is not always a great idea from a corrosion perspective, the aluminium is anodised before they start, while steel rivets are either galvanised or zinc coated.

Once the body-in-white has been made, it leaves Renault/Alpine’s Dieppe factory and is trucked to another facility, which has full body dipping facilities, into which the body is dropped and coated to protect against corrosion, before it is returned to Dieppe and rolls down the same assembly line as the Clio RS.

Tester’s Note
Unlike some small lightweights, the Alpine doesn’t have massive sills to climb over, so entry and egress is easy. Despite that, torsional rigidity is a respectable 22,000Nm/degree. MP

ALPINE A110 Premiere Edition
Alpine has made a jaw-dropping, landmark car that just might have more ability than a Porsche Cayman

Price  £50,000 (est)
Engine  4 cyls, 1798cc, turbo, petrol
Power  249bhp at 6000rpm
Torque 239lb ft at 2000rpm
Gearbox 7-spd dual-clutch automatic
Kerb weight 1103kg
0-62mph 4.5sec
Top speed 155mph (limited)
Economy 46.3mpg
CO2, tax band 138g/km, 26%
Rivals Porsche 718 Cayman, Lotus Elise