► Alpine’s hottest A110 revealed
► Hardcore model lighter and angrier
► Ultra-limited Fernando Alonso version, too
Alpine has revealed an even more exclusive version of its already exclusive A110 R sports car. Unveiled ahead of the 2022 F1 Japanese Grand Prix, and called the Fernando Alonso edition (yes, we’ll get to that) only 32 will be made, and each features a range of aesthetic and suspension tweaks to separate it from the hottest A110 yet.
But isn’t Alonso…?
Yes, we know, and presumably so does Alpine, but that hasn’t stopped them signing it off. Alonso in a shock move to Aston Martin next year, but we can only assume this flagship A110 R was signed off just before news of his departure. It’s odd Alpine didn’t call it the Piastri, or Ocon edition, though…
We’ll see the new A110 R in full at its debut in October’s revived 2022 Paris motor show.
What’s actually different about the Alpine A110 R Alonso Edition?
Aesthetically, there are several small changes. Alonso’s A110 uses the same Racing Matte Blue as the Alpine F1 car, and the new paint extends to the previously bare carbonfibre bits of the A110 R. There are more black highlights around the car, as well as orange brake calipers. There’s also a blue-orange-yellow flag on the rear quarter windows, again to show the car’s affiliate with the F1 double-world champion.
The Alonso edition comes with a more adjustable suspension, with a possible 5% increase in stiffness and a 10mm reduction in ride height – thought this setting is aimed at track only use.
And why 32 examples only? Because each represents one of the Spaniard’s F1 wins. Peep inside the interior, and you’ll find each car carries a plaque of an individual win, with the name of the circuit and year it happened.
For more on the A110 R, keep reading.
So, about the ‘standard’ version of the A110 R…
The Alpine A110R might be the ultimate expression of the Dieppe-built sports car, or the one that strays furthest from the brilliant original A110’s DNA, it depends on your view (and how good the R proves to drive).
Lighter, firmer and faster than the A110S that now sits in the middle of the line-up, the track-focussed if still road-legal R mirrors the positioning of the Porsche Cayman GT4, making it an entirely logical piece of the product-planning jigsaw. It also inevitably moves the R even further away from the supple-limbed agility of the original A110 than the imperfect S.
On paper, the biggest difference is price – at a predicted £80k or so, the R will be circa £20k pricier than the S, itself carrying a £10k premium over the base car. Weight falls just 34kg, there are modest aerodynamic gains and performance from the 1.8-litre turbo four is unchanged from the S’s 296bhp, yet the many detail changes together with bigger steps in several areas do suggest a quite different and potentially highly enticing driving experience.
CAR spent a day at Alpine HQ with several engineers and senior personnel to learn more…
Couldn’t they have made it lighter?
While a 34kg weight saving does sound underwhelming, it’s important to remember that the A110 starts from a baseline some 300kg or so lighter than any competitor, so the R’s engineers are chasing diminishing returns. And the weight-saving measures are quite comprehensive.
Lotus Emira vs Alpine A110 S vs Porsche Cayman GTS
Full carbonfibre wheels produced by Duqueine account for most of the reduction at 12.5kg – the front wheels feature a more open face to promote better brake cooling, while the rears are more closed to reduce drag. There’s carbonfibre for the bonnet, roof and rear window/engine lid, the latter necessitating a digital rear-view mirror because there’s no view over your shoulder, just like a Ferrari 812 Competizione.
Inside, there’s racey microfibre trim, straps for door handles, six-point harnesses and full carbonfibre Sabelt seats that save 5kg. One kilo was saved removing the active exhaust flap. Overall weight drops to 1082kg.
Won’t buyers expect the R to have more power than an A110S?
A modest power increase is certainly the norm in this niche, but when CAR raised the issue, Alpine programme director Xavier Sommer replied : ‘We are not in an arms race, and power has a bad impact on weight, cost, cooling, brakes… In a world of C02, even with this kind of car it’s more and more important, people are more aware to have a good power-to-weight ratio and I think our message will be increasingly successful.’
Hence the powertrain is lifted straight from the S – a 1.8-litre turbo four with 296bhp and 251lb ft that’s mated to a seven-speed dual-clutch gearbox, though there is a new 3D-printed double-wall exhaust outlet. Acceleration figures change too, with 0-62mph falling to 3.9sec (a 0.3sec improvement over the S), and top speed climbs to 177mph thanks to aerodynamic upgrades (up 7mph over the optional aero-kitted S).
What are the aerodynamic changes?
Alpine says aerodynamics have been improved with help from its Alpine F1 team in the wind tunnel, with key features including a ‘swan-neck’ rear spoiler, additional intakes in the front apron and a new, wider rear diffuser. Downforce increases 27kg at the rear, and while we were initially told downforce decreases by 30kg at the front, revised figures state a 14kg increase for the front compared with an A110S equipped with the optional aero kit.
There’s also a flat underbody combined with new sideskirts to promote smooth airflow under the car, contributing towards a 5 per cent reduction in drag (with the rear spoiler in its ‘track attitude’ setting).
Talk me through the chassis upgrades…
This should be the most palpable difference between the A110R and other Alpines, especially at the typical road speeds where the full aerodynamic improvements won’t be felt. Compared with the A110S, spring stiffness increases 10% all-round, anti-roll bar stiffness is up 10 per cent front, 25 per cent rear, and new ZF dampers are adjustable for compression and rebound via 20 clicks.
The R is 10mm lower than an S as standard, but the suspension can be lowered a further 10mm – though Alpine stresses this setting is only suitable for track work, where it will no doubt prove particularly transformative, especially in terms of managing weight transfer at higher speeds.
Crucially, the entire set-up has been tuned on a bespoke compound of semi-slick Michelin Cup 2 R tyre. Sizes of 215/40 R18 front and 245/40 R18 at the rear are unchanged from the A110S, which also offers the Cup 2 as an option.
Brembo brakes with 320mm discs front and rear are standard – another option for the S – but the R has improved cooling thanks to new ducting on the upper front suspension arms and undertray.
‘We tested at Circuit de Charade, Magny Cours and Nardo,’ test driver David Praschl told CAR. ‘We want to keep the A110 feeling and balance, but with better body control. You can still play with the R – there’s some understeer in faster corners, but it’s still reactive in slower corners and the handling now responds faster as you lift the throttle. The steering feels noticeably heavier [thanks to the uprated chassis] – not a lot, but you notice.’
When is the Alpine A110R on sale ?
Orders open in October, and while there’s no cap on production, all A110Rs will be individually numbered. With Alpine transitioning to an all-electric brand beginning with a hot hatch in 2024 that’s swiftly followed by a crossover in 2025 and an electric A110 successor in 2026, this lightest, fastest and most agile of all modern A110s certainly has itself a USP.