Renault Alpine (2017)

[reckoner00]

Sounds good! Afinal quando é que começam a ser entregues?

Mais para o fim do ano na Europa continental, inicio de 2018 no UK e Japão.

[reckoner00]

[reckoner00]

[amalgamut]

Parece que vai carregado de malas.... É o único defeito que este carro parece ter: a traseira fica pesadona de certos ângulos.
Porque, de resto, o carro parece que chama por nós!

[BlueGT]

[Eagle88]

[reckoner00]

[ARMIC]

Ficou boa a conversão para SUV. Acho que vai correr muito bem esta linha A-110.

Só não aprecio muito aquele corte do pilar C em ambos. Ficava melhor a bandeirinha encastrada no meio do pilar.

Já agora fica aqui a dianteira numa só peça

[reckoner00]

[cruzmaltino]

A se confirmar a ampliação da gama, a Renault terá sua marca premium ( porque não esportiva e.premium?) que tanto queria.


O "Initiale Paris" não decolou e a Alpine teria mais carisma

[Fabulous]

Neste artigo a AutoPlus esqueceu-se do principal rival, pelo menos em França, o DS 7.

[JonasPower]

a espace vai usar esse 1.8 turbo do Alpine

[sgtscales]

Alpine SUV o que é que vem a seguir, um Lotus crossover?

[Rosmano]

Provávelmente a heresia das heresias: um Porsche SUV!!!
E feito, imagine-se, sobre uma plataforma VW! E com motor diesel!

[reckoner00]

New Alpine A110: first passenger ride review, specs and on sale date - EVO

More than 20 years after French sports car firm Alpine was shut down, Renaulthas relaunched the marque. The all-new two-seat coupe was revealed at the at the 2017 Geneva Motor Show and now we've been for a first passenger ride in the car.

The Alpine A110 borrows its name and much of its styling from the legendary sports car of the Sixties and Seventies and the new version will hit the roads towards the end of this year after we get a first drive in late October. Can it really challenge the Porsche Cayman for sports coupe honours?



Alpine A110 ride review

The Alpine A110 is a huge car for the reborn Alpine brand and its proud parent Renault, so we jumped at the chance to take a revealing first ride with Alpine’s head of chassis development Terry Baillon.

The immediate impression is that from the passenger seat this feels like a very special sports car. “We have gone for maximum agility with this car” says Baillon as we drive at eye-opening speed through the French countryside. “By removing as much weight as we could, everything else is so much easier to get right”.

This approach is evidenced in the way the A110 feels so alert and poised to change direction, with any hint of inertia almost completely banished. The 1103kg kerb weight (with fluids and half a tank of fuel) combines with the 249bhp 1.8-litre turbocharged engine for a 226bhp per tonne power-to-weight ratio. The Porsche Cayman can only muster 225bhp per tonne and needs 296bhp to do it.

This is a properly fast car. If we had to put figures on it, they’d be 0-60mph in not a lot more than four seconds and 0-100mph in around 12sec. From the passenger seat the interior is simple but high quality. The ultra lightweight carbon seats are lovely and visibility is excellent for a mid-engined car.



The ride quality and suspension control is probably most impressive of all. Modes to adjust the engine, exhaust and gearbox maps are available as usual but the suspension and dampers remain the same in all settings. That goes against the current sports car grain and is a sign of the faith Alpine has in the set-up of its car. Putting it simply, it just works.

The A110 eases over the ground a little like an early Lotus Elise, in that it seems to offer massive grip and composure yet a superbly fluid ride. The springs and dampers never reveal any harshness, simply dealing with everything they encounter in the road surface.

There’s some softness in the way the body rolls around corners but with the talented Baillon at the wheel, the overriding first impressions of the A110 are that it’s fast, composed and refined. For a four-cylinder turbo engine, it even sounds surprisingly good.

It seems that Alpine is already very close to getting it spot on with the A110. We eagerly await our first drive in late October/early November to find out how close.



Alpine A110: design details

Looking virtually identical to the Alpine vision concept of a couple of years ago, the production Alpine maintains a sloping roofline and gentle wraparound rear screen, both clearly inspired by the original A110. The new car counters these retro touches with very contemporary LED lighting signatures and surfacing to create a recognisably different look to anything else on the road.

Alpine confirmed the new sports car uses a completely flat floor and aerodynamic diffuser. Typically utilised on race cars and exotic supercars, a flat floor allows air to pass underneath a car efficiently while a diffuser ejects air out of the back cleanly, the combined efforts of each effectively speeding up the air below the car. This fast moving air helps creates downforce without the unwanted side effect of drag, something external wings and spoilers tend to create.

The flat floor and diffuser on the Renault Sport-developed Alpine mean that there is no need for any other wings or spoilers, and the body will remain uncluttered much like the marque’s A110 from the 1960s and 70s.

Both the chassis and body of the Alpine are formed from aluminium, chosen for its light weight - key to hitting the company's performance targets and competing with some tough rivals. The shots show a bare metal body, chassis and a set of front wings.




In keeping with the rest of the car – which uses an aluminium structure to keep the mass to a minimum – Alpine has designed some special lightweight bucket seats for the new A110.

The company claims a total seat weight - rails and all - of 13.1kg, said to be a reduction of around a half next to some competitors' pews. Like the seats in the Cayman GT4 the Alpine's chairs are fixed-back buckets, while Alpine has made a feature of the side-mount support rails.

While they look functional, they should also be comfortable - the seats are trimmed in quilted leather with a grippy, suede-like centre. The remainder of the cabin is trimmed in similarly luxurious materials, but sparingly so - all in the name of weight-saving.



Alpine A110 engine details

Alpine has confirmed that the car will use a four-cylinder, turbocharged powerplant, and the firm’s images – cover your eyes, manual purists – show a car with two pedals and steering wheel-mounted paddles. Hopefully, Renault’s latest attempt at a dual-clutch transmission is better than that used in the Renaultsport Clio 200 Turbo.

The engine offers up 248bhp, and a low weight of just 1080kg ensures a 0-62mph acceleration figure of 4.5 seconds. For reference, the lightweight Alfa Romeo 4C reaches 62mph in exactly this time, while the Porsche Cayman GT4 shaves only one tenth from that figure.





Alpine A110: interior

Unlike the pared down (and cheap-feeling) Alfa cabin, Alpine is certainly presenting a premium feel inside its new sports car. The show car’s interior is a melting pot of leather, microfibre fabrics, aluminium and carbonfibre. Ambient lighting, an aluminium three-spoke steering wheel and TFT display give the cabin an ambience of considered quality.



Alpine A110 prices and sales targets

Order books have already opened for the car, with the first 1955 examples being numbered 'Première Edition' cars - a number referencing the year the French sports car firm was established. French pricing will be between 55,000-60,000 Euros - around £46,000-£50,000. Alpine has noted a global premium sports car market of 200,000 cars each year, with 40 per cent of those in North America.

It could expand by 50 per cent by 2020, but Alpine will still have to work hard to take a slice of it – the firm produced and sold fewer than 30,000 cars between 1955 and 1995.

The company is hoping to seek customers sensitive to the marque’s history and culture, while the allure of Renault Sport engineering should ensnare a few more. We hope it's a good effort - Renault Sport has canned the Clio RS16 to ensure it has production and engineering capacity for the Alpine.

http://www.evo.co.uk/news/17366/new-...d-on-sale-date

[tonyV]

Mais uns que não sabem o que estão a fazer [j/k]

There’s some softness in the way the body rolls around corners

[BlueGT]

...Chief Engineer David Twohig..."We wanted to build a car that was a pleasure to drive on the road at 40mph," adds Twohig, "but still bloody good when you go and do a track day every couple of months." From there, Twohig and his team defined the A110’s technical specifications, placing lightness front and centre.
"If the car is light,’ he continues, "that allows you to bring the spring rates down, so you don’t have a super stiff car that’s a pain to drive every day. That’s why the A110’s body is made from aluminium.
"The second important thing is the suspension set-up. We’ve got double wishbones all-round, which is very unusual in this class. The 718 Cayman, for instance, has MacPherson struts on its front axle."

It’s worth revisiting chapter one of the vehicle dynamics textbook here, because those double wishbones, as well as the lightweight build, really do underpin every one of the A110’s dynamic characteristics. Double wishbones allow the engineers to control wheel camber in hard cornering, whereas a less sophisticated strut arrangement does not. By controlling wheel camber, you’re keeping the tyre contact patch flat to the road surface, rather than allowing it to ‘fall over’ into positive camber, where it can’t grip effectively.
In a car with strut suspension, that can be achieved by fitting whacking great anti-roll bars to stop the body from leaning over in a bend. But that simply ruins the ride quality.
"Because we have double wishbones all-round," explains Twohig, "we don’t have to fight against the body roll. That’s why the A110 uses very small, hollow anti-roll bars, which are really good for the ride."

https://www.autocar.co.uk/car-news/n...-cayman-beater

[Z00L]

Meh..."preciso" de comparações

[BlueGT]

Parece que os ingleses estão a ficar maravilhados com o Alpine...

Renault hasn't ballsed it up! TG experiences the Cayman's biggest nightmare
...
as far as I can tell from the passenger seat, the Alpine A110 has all the makings of a TG hero...

Just don’t ask about a lap time around a certain German circuit. “It’s not a power car, it’s never going to have 500bhp, so you have to stay disciplined on the mass. You can’t eat that Kit Kat. It’s all about the balance,” Twohig insists.
“Someone asked me what our target time around the Nürburgring was, and I replied, ‘We don’t care.’ This guy was so dumbfounded he asked me again. So I said, ‘WE DON’T CARE.’ What we want to measure is, how much fun did you have? It’s a hard sell – we know that. But that’s our target. How much fun did you have?”
Lightweight, pure concept, laser-focused on fun. Finally, someone’s got the message.

https://www.topgear.com/car-news/big...ew-alpine-a110

http://www.carmagazine.co.uk/car-rev...0-2017-review/

[marelo]

Olé, para já gosto do que leio

[Z00L]

hmmm "We don't care"...ou "We couldn't beat the 8 minutes and 4 seconds :'-(" ?

[BlueGT]

hmmm "We don't care"...ou "We couldn't beat the 8 minutes and 4 seconds :'-(" ?

"What we want to measure is, how much fun did you have? It’s a hard sell – we know that. But that’s our target. How much fun did you have?"

[Ratcher]

hmmm "We don't care"...ou "We couldn't beat the 8 minutes and 4 seconds :'-(" ?

Obvio que nao conseguiram e agora dizem isso. Todos querem saber, nem que seja pela publicidade.

Ok, a Ferrari é excepcao.

[Z00L]

"What we want to measure is, how much fun did you have? It’s a hard sell – we know that. But that’s our target. How much fun did you have?"

Também me divirto com um carro de rolamentos...

Mas usar o não mensurável dá sempre jeito, percebe-se.

[BlueGT]

Mas achas mesmo que caso fosse esse o principal objectivo da Alpine, eles não seriam capazes de bater o tempo do Alfa 4C?

[Z00L]

Mas achas mesmo que caso fosse esse o principal objectivo da Alpine, eles não seriam capazes de bater o tempo do Alfa 4C?

Acho!

Fizeram questão de mostrar todos os outros valores, perfeitamente alinhados (quase ao pintelho) com o Alfa Romeo 4C...porque é que só o tempo do Ring (que obviamente vale o que vale) não lhes interessa?

[tonyV]

Não há comparativos, não há farpas na imprensa e como de costume os acólitos italianos atacam de novo....a comparação devida será feita a seu tempo e como é óbvio não é virada para o 4C

[marelo]

Acho!

Fizeram questão de mostrar todos os outros valores, perfeitamente alinhados (quase ao pintelho) com o Alfa Romeo 4C...porque é que só o tempo do Ring (que obviamente vale o que vale) não lhes interessa?

A Alfa também não divulga o peso 4C . Mas sim, a tua lógica de raciocínio não me parece descabida, é possível que não tenha batido o tempo do 4C.

[BlueGT]

Acho!

Fizeram questão de mostrar todos os outros valores, perfeitamente alinhados (quase ao pintelho) com o Alfa Romeo 4C...porque é que só o tempo do Ring (que obviamente vale o que vale) não lhes interessa?

Deves ter razão, os senhores da Renault Sport não percebem nada do assunto sobre como bater os melhores tempos no Ring...

[Ratcher]

A Alfa também não divulga o peso 4C . Mas sim, a tua lógica de raciocínio não me parece descabida, é possível que não tenha batido o tempo do 4C.

O peso do 4C encontras na net, certamente ja houve diversas medicoes. O peso é uma variavel facil de obter.

A capacidade de um carro em Nürburgring... para isso precisas de um condutor muito a serio que possa pegar no carro e testar (tipo sport auto). Eventualmente a sport auto pega no Alpine (se deixarem...).