While previous Alpine models were sold by the hundreds, more than 7,500 examples of the A110 were to be produced. Rédélé`s global ambitions have led to thousands of A110 models built under license in Interlagos in Brazil, FASA in Spain, Dinalpin in Mexico and 50 Bulgaralpin models produced in Bulgaria. Most of Alpine`s debut in this article comes from alpine-passion.com – a comprehensive and sophisticated blog detailing Jean Rédélé`s racing career and the Alpine years until the mid-1960s. The main room flap comes with an organizer that includes a card slot, two pen slots, and a small zipper pocket measuring 8″ x 3″ x 1.5″. The lock has secure dual number locks that can be adjusted individually. The front pocket can be lengthened by 2 inches and has a button lock. The side pockets each measure 6″ x 1 3/8″ x 9″. Spacious enough for A4 and legal documents. If Alpine was slightly ahead of the fiberglass-bodied Lotus, it was still behind the rear-engined Porsche. Rédélé has always had an eye on the German brand and has constantly used it as a reference for its own models. In addition to the performance of the four-cylinder Porsche, the four-seaters were the most popular models in the range – an element that led to higher sales volumes.
In 1987, the GTA was prepared for the American market with unique retractable headlights. However, due to Renault`s involvement in Chrysler-owned American Motors, the GTA was quickly withdrawn due to competition with Chrysler`s TC by Maserati. Only 21 examples were produced. These models were developed under the aegis of Rédélé`s cousin, Roger Prieur (left). Prieur was an important member of the Alpine team and was responsible for the production of the production vehicles, which were built in a factory on Pasteur Avenue in Dieppe behind his brother Jacques Prieur`s dealership (centre). Based on what little I can discover, one possible explanation is that Fiore was hired directly and discreetly to work as a freelance freelancer on the Alpine project as soon as the condition of Béligond surfaced. Meanwhile, he, Béligond or both met in early 1968 in Dieppe. More importantly, this striking front end has been reworked into a four-headlight arrangement, divided by body panels with the Renault logo.
The headlights were now placed under the bumper under the turn signals. The A310 is another example of a car I heard about as a child (in the British encyclopedia “World of Automobiles”) and immediately fell in love with it. The original version with six lamps is undoubtedly the best – who else would design such a look? Although I also find the original V6 quite nice and more powerful. But even later versions that are too tainted are attractive, in a way of the late 70s. Plus the GTA/A610 – I`m a fan of all of them. The 1985 Renault GTA was 6″ longer, 4″ wider, 2″ larger with a 3″ longer wheelbase than its predecessor. The shape of the A310 had translated well in the 1980s and the narrow version of the GTA could have a drag coefficient of 0.28. The most significant visual difference was the seamless handling of the C-pillar, but changes in detail were made everywhere. The basic chassis layout was retained, but it was a new car. Peter Stevens continues; “The other interesting task was to design an alloy wheel for the A110, Alpine Renault 5 and A310.
At Rallye Monte-Carlo last year, all factory cars had retired with damaged rear suspension caused by heavy chunks of ice frozen between the spokes of the wheels, unbalancing the wheels. The task was to design a wheel so smooth that the snow wouldn`t stick to it. I always preferred the three-slot version of the smooth wheel, the four-slot style looked rather static. Everything already dominates an A310. Your eye level is under the top of the tractor-trailer tires next to you at traffic lights. And inferior to the occupants of a classic Mini. I think only a Lotus Europa can make a big A310 look great! Like you, I`m going for the 4-cylinder, based on the front and the presentation of the lights, and the GTA now looks a bit like the 90s to me. I learned a lot there, and your knowledge of style and stylists shines through. Thank you! Legally, the Beligundas apparently took rounded shapes and made them sharper, with more clearly defined joints and surfaces. The Alpine`s engine was derived from the R16`s 1,565cc I4 and available in three variants. The French police, more precisely the Brigade Rapide d`Intervention de la Gendarmerie, continues the tradition and has a small fleet of A310s; The figures given vary between five and seven. Most were VF models, but I don`t think the engines were tuned further.
However, the cars had to deal with chase tasks, and they deserved front and rear spoilers. The A310 always seemed like a decent car to me, a kind of mutual pollination between a Lotus Europa and TVR Tasmin, and now, after reading the context of the design, I understand why. European car design at that time was really quite incestuous, everyone seemed to work with everyone for a limited time. It was also to be used in an all-new alpine road car. The 3-litre V8 was the joint effort of Gordini (right), Rédélé and Renault to improve their joint game and compete at the ultimate level, including Formula 1. In 1967, however, Matra received a state loan of 6 million francs, so this trio had to continue their efforts alone. The power of the 310 hp engine was not up to the 400+ hp of the Cosworth engines, so instead this V8 was used in the ill-fated Le Mans prototypes. Production of the four-cylinder VF was discontinued in April 1976, but the defunct VG (also known as TX) was built for another three months. It is listed alongside the V6 in the 1977 World Cars catalogue, but if you compare the prices listed; With 76,900 francs for the 95 hp A310 TX and 77,900 francs for the 150 hp A310 V6, the senior model looks like a bargain. I really can`t imagine the Alpine having anything other than a rather limited success in the United States at best. The mass market for sports cars was completely dominated by rags, which explains the failure of the TR7, as most Americans who had a sports car were young or had a second car.
The Alpine would have appealed only to hardcore racers, and this market weakened in the 60s. Béligond had already indirectly found his way into the French psyche. After the tragic circumstances of the 24 Hours of 1955, which killed 83 spectators, Béligond was responsible for bringing a softer, less combative and more solemn tone to his famous posters – a task he accomplished until the early 1960s. Despite the fact that the Michelotti car was not preferred, during the Renault project, Rédélé ordered a two-seater convertible prototype from Michelotti/Allemano based on the coupe.