Alpine Renault A110 News:

Considered by many to be the heir apparent to Michael Schumacher's title of 'Best driver in F1', Fernando has much to prove in the coming season. After a stunning 2003 season, 2004 was a relative disappointment for Fernando.

Yet there is no doubt that the precocious Spaniard is one of the sport's most-talented drivers. The 23-year-old's first race was in a Minardi at the 2001 Australian GP. It was quickly obvious that Fernando was too quick to be a mere backmarker and it was no surprise when his manager promoted Fernando to the role of tester and then handed him a race seat for 2003. More..

Alpine Renault A110

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Mercedes-Benz Classics The W116 was a series of flagship vehicles produced from 1972 through 1980 by Mercedes-Benz.

Alpine Renault A110

The French manufacturer Alpine produced the Alpine A110 sports car From 1961 to 1977. The beautiful A110 was powered by various Renault engines. The Alpine A110 is also known as the "Berlinette".

The introduction of the Alpine A110 was in 1961, as an evolution of the A108. Like other road-going Alpines the A110 made heavy use of mass-produced Renault parts. But while the A108 was totally designed around Dauphine components, the A110 was updated to use Renault 8 parts. At first the A108 came available as a cabriolet and later as a Coupė, while the A110 was delivered first with a "Berlinetta" bodywork and then as a cabriolet. The main visible difference between the A108 Coupė and A110 was a restyling of the rear body to fit the bigger engines, and that gave the car a more aggressive look. Like the A108, the A110 featured a steel backbone chassis with fiberglass body. This design was influenced by the Lotus Elan, Colin Chapman being a major source of inspiration for Alpine designers at that time. The A110 was originally available with 1.1L Renault 8 Major or Renault 8 Gordini engines. The Gordini engine delivered 95 hp SAE at 6500 rpm.

Racing an Alpine Renault A110

Racing an Alpine Renault A110

The A110 achieved most of its fame in the early 1970s as a victorious rally car. After winning several rallies in France in the late 1960s with iron-cast Renault 8 Gordini engines the car was fitted with the aluminium block Renault 16 TS engine. With two dual chamber Weber 45 carburetors the new engine was able to deliver 125 hp DIN at 6000 rpm. This allowed the production 1600S to reach a top speed of 210 km/h.

The car reached international fame during the 1970-1972 seasons competing in the newly created "International rally championship for makers", winning several events around Europe and became considered to be one of the strongest rally cars of its time. Among notable performances the car won the 1971 Monte-Carlo Rally with Swedish driver Ove Andersson.

Then in 1973, when the buy-out of Alpine by Renault was complete the International championship was replaced by a new "World rally championship for makers". Renault decided to compete in the World championship with the A110. With a team featuring Bernard Darniche, Jean-Pierre Nicolas and Jean-Luc Thėrier as permanent drivers and "guest stars" like Jean-Claude Andruet (who won the Monte-Carlo that year) the A110 won most races where the works team was entered, making Alpine first rally World champion.

As well as being built at Alpine's Dieppe factory, A110 models were constructed by various other vehicle manufacturers around the world. The Alpine A110 was produced in Brazil under the name Interlagos; a young driver named Emerson Fittipaldi drove one in several races. The Alpine A110 was produced in Mexico under the name Dinalpin, from 1965 to 1974, by Diesel Nacional (DINA), which also produced the Renault vehicles. The Alpine A110 was also produced in Bulgaria under the name Bulgaralpine, from 1967 to 1969, by a cooperative formed between SPC Metalhim and ETO Bulet, whose collaboration also resulted in the production of the Bulgarrenault.

In 1974 the Lancia Stratos, the first car designed from scratch for Rally racing, was operational and homologated. At the same time, it was obvious that the A110 had reached the end of its development. Attempts to use fuel injection brought no performance increase. On some cars a DOHC 16-valve head was fitted to the engine but proved unreliable. Chassis modification like the use of an A310 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" making the A110 as well as many other rally cars soon obsolete.