Its still due for a new coat of paint, but it revs cleanly to 7k once warmed up and gets out once a week on the unfortunately too short of a drive to work. Looking forward to that A110 CC…. Its 1973 home market price – 46,800 Francs – was almost double that of the Renault R12 Gordini at 19,200 Fr, and was still substantially higher than the top-spec R17TS at 24,600 Fr and R15TS at 18,500 Fr. As time has progressed, Fiore has been credited with both the Monteverdi Hai and Alpine A310 shapes. Hope to see it around town. Le Ceerta vous propose différentes activités sur ces circuits à issoire : Pilotage Auto et moto, formation sécurité routière, évènementiel d'entreprise et location des circuits terre et asphalte Nevertheless, he was again made head of styling at Renault from 1984 to 1987 upon Opron’s departure. If the ’80s are your thing, you’ll love this low-slung leather-clad shrine to the yuppie dream. He stepped away with a promise from Renault that they maintain production in Dieppe for the next fifteen years. Early coupes were very similar to the first Michelotti Dauphine proposal. I recall a couple of A310s that used to do the Dutton Grand Prix rally back in the late 80s/early 90s, among the multitudes of more usual suspects. 400PP. I was barely aware of the A106, and I find its rear quarters a foreshadowing of the A130’s. Interestingly, Juchet – who was overwhelmingly the primary stylist on the R16 – is not featured here, perhaps as a result of his own modesty, of Béligond’s photogenic presence, or of both. Legal apparently took Béligond’s rounded shapes and made them sharper, with more crisply defined junctures and surfaces. On entre dans un monde de sensations oubliées au volant de nos véhicules modernes et aseptisés. The backbone chassis arrangement was retained but this was a new car. Back then it was restored to its original gris metalise colour and was converted to RHD, but it had lost its original VF motor and gearbox. Plus, if you’re not in the mood for B-road lairiness, just park it and drink in the exquisite shape and faultless detailing. The court found in Frua’s favour and ordered Monteverdi to pay. The A310 is deceptively quick – it goes like stink, in fact – yet it’s wonderfully cosseting. It got people thinking Small could be More. Thanks to its presence in the Gran Turismo computer games, Alpine has been able to stay relevant to a younger generation. I’ve always liked the A110, and was a huge fan of the GTA/610 styling and while I don’t dislike the A310 it never really did that much for me. A winner to the end, it bowed out with its head held high. However, Michel Béligond had multiple sclerosis. Savez vous où je pourrais trouver ça ? Autocar reckoned that ‘for the first time Renault has a powerful weapon to pitch against Porsche’. ? One drives faster and faster through bends, never reaching the limit, even in the mountains, and the brakes do not fade. Not only the A310 but the whole history of Alpine–just brilliant! The second outing for chassis number 18393 was the 1975 Rallye Monte-Carlo, which had … Until his death in 1998, Monteverdi would never acknowledge Fiore’s role, and had in fact originally registered himself as the designer of the Hai’s shape, probably mindful of the ‘issues’ that had arisen with Frua. 1982 Red Alpine Renault A310 V6 Sports Car right hand passengers side view of 1982 red alpine renault a310 v6 classic french left hand drive 2 two doo Paris, France. The A310 looked as if it had been conceived with night rally stages in mind, although it would never dominate the sport in the same way its forebear had done. Le stage de pilotage vous apportera les sensations fortes que vous cherchez mais aussi en plus, vous apprendrez toutes les techniques de pilotage. The Alpine nameplate has been used sparingly by Renault. MOTEUR. I’ve owned an A110 for 29 years and in that time read many Alpine articles but some of the history and photos in your article were new information to me. At some point something must have been difficult to replace or fix, and it was left parked out in the street. The ride is also extremely comfortable, the new suspension absorbing the bumps while the car remains level. Juchet had joined Renault in 1958 as an aerodynamics engineer and by 1962 had established himself as one of their stylists. In 1978, Renault Sport was moved out of Val Druel, and in its place Renault established Berex (Bureau d’Etudes et de Recherches Exploratoires) to develop sporting variants of Renault’s road cars. For one, the A110 was primarily conceived as a tarmac rally terror, with the gift of high traction via it’s rear engine layout. I found this pic during my research. You made my day with all those A110 pictures, too. An 110 is too cramped for me, and at the time the 310 was what the 928 was for Porsche: a logical step up the ladder. Conclusion. And I’ve always loved the A110, neat to see how the shape progressed, gradually getting longer and lower. Alpine Renault continued to develop their range of models all through the 1980s. The idea of producing a sports car upon which to pin post-war French pride began to germinate in Rédélé’s fertile mind and, in ’52, having failed to stimulate interest among domestic coachbuilders, he commissioned Allemano to construct a Michelotti-styled coupé on the 4CV platform. Le « A fléché » d’Alpine signe la grille d’entrée d’air, les flancs, les ailes avant et le pavillon. Alpine and Renault wanted the A310 to be equally successful on the rally circuit as the previous A110’s, naturally. L’Alpine A310 comme modèle. His father Emile had served as a mechanic for the Renault brothers’ first ‘factory’ racing efforts, and was subsequently granted a dealership in the seaside town of Dieppe. Two years earlier, Sunbeam had also named one of their cars ‘Alpine’, a complication that would confound the French company as it came to expand its market internationally. Like you,m Id go for the 4 cylinder, on thew basis of the front and presentation of the lights, and the GTA is now looking a bit too 90s for me. Power would come from a Renault 17 four-pot slung behind the same R12 Gordini transaxle used in the A110. He engaged Frua to style the car and ordered 50 bodies to be made. The contract required a master form and so this second car itself was sent to the US, almost immediately after Rédélé had taken delivery. In 1954 Jean visited the US to discover for himself that the venture was a disaster. The A310 received the same backbone chassis as the A110, although it had wishbone and coilover suspension on all corners compared with the A110’s swing-arm rear. The origins of the Alpine name came from Rédélé’s own competition experiences. And to eventually ensnare for himself a share in ownership of Fissore. 1967 also saw the introduction of the A211 sports prototype. The 4 stud wheels and rear end suspension were now derived from the R5 Turbo – which significantly influenced its handling for the better. Find your next car in our classifieds – the classic of your dreams could be just a click away... Dieppe diamonds: Alpine A110, A310 and GTA, Why this charming Moretti 2300S leaves us wanting more, Cracking Christmas gift subscription offers, Don’t buy that, buy this: Rolls-Royce Corniche vs Mercedes-Benz 280SE 3.5 Coupé, Why going back to the future can be so illuminating, Why the allure of the Countach is much more than skin deep, Video: The Classic & Sports Car Show 2018 highlights. That distinctive front end had not appeared on any A310 drawings or models prior to the Juchet sketch. This occurred in the midst of the 6 month period when the VE and VF versions were both in production, so this change does not actually denote either model specifically. Thanks Don. It was the weekend of the Grand Prix, so we jumped on our bikes to avoid the traffic and roadblocks, and when we arrived I couldn’t believe what he had led me to. The A310 was the next modern interpretation of the A110. I always preferred the three-slot version of the smooth wheel, the four-slot style tended to look static.’. All Rights Reserved. Il est tout à fait impossible de résumer l'Alpine A110 à un seul moteur, ce modèle puisant dans la banque d’organes de Renault, la Berlinette va suivre l’évolution de cylindrée de la marque au Losange qui, devant le sérieux et la motivation de Jean Rédélé, a entre-temps accordé sa confiance à la marque Alpine. Stage de pilotage avec location d'une Alpine A110; Accueil et briefing de pilotage, 2 tours de reconnaissance (circuit de 2,4 km), de 2 à 6 tours sur circuit au volant avec moniteur de pilotage en passager, remise de votre diplôme. 8. Your email address will not be published. These cars also had a metal plate inserted in the cabin roof for the same reason, as well as serving as a Faraday cage. taillamps, BBS gold alloy wheels, Recaro seats, etc. The most radical departure was the A310’s Michel Beligond-styled body, its aggressively angular outline at once leaving the sensual ’60s curves of the A110 looking antediluvian. For one thing, it was not able to be used in the UK due to Rootes, then Chrysler, having their own claim on the name. The Alpine A110 was introduced as an evolution of the A108. Trevor Fiore was still involved with Coggiola around this time. There’s a Feb 73 R&T review where John Dinkel is highly critical of the mirror; ‘Probably the biggest drawback to the keen shape of the A310 is outward vision. Learn how your comment data is processed. The 310 is a very out there car, but it’s like the Citroen SM, there’s something about it that clicks together and the result manages to be unique as well as good looking and memorable. Heuliez was asked to help prepare the prototypes and the further the project progressed, the more it returned to the A310 shape. Bryce made the same observations re the Firenza. In 1960, the donor Renault platform of the A108 was replaced with a backbone frame (seen here on the A110 1300S). Adn the car’s not bad either. Renault immediately halted further rally funding for the A310 at this point. True, the dash is every bit as plasticky as that of a Supercinq, but in no other aspect does the car underwhelm you. Perhaps mindful of the larger engine on the horizon, or of criticisms regarding cabin space, this proposal was 3” taller, 6” wider and 8” inches longer than the standard A310. – 19. But for me it’s the four-cylinder body. High-tech features included ‘plip’ remote central locking and electronic doorhandles, while the centre console was dominated by surely the most comprehensive hi-fi system ever to grace an ’80s production car – a graphically equalised button-fest clearly conceived for big-haired power ballads. From my understanding, he was preparing designs such as the Trident on his own initiative, then was trying to get an order from a manufacturer which could then be met by Fissore’s own production capacity. In competition, this model would score countless wins and a multitude of national and international championship titles over its lengthy production life. Though these images are not in strict chronological order, we can see how the shape of the Alpine two-seater cars moved towards their most iconic iteration as the A106 and Dauphine-based A108 models overlapped. Chassis modification like the use of an A310 double wishbone rear suspension, homologated with the A110 1600SC, also failed to increase performance. A legend had been born. Quite soon, the shape received faired headlights as had been seen on the 1958 Michelotti coupe. The prototype A310 developed by Fiore, Jim English and Turin based design company Coggiola had louvres across the rear glass which at the time were considered very fashionable; these were not carried over to the production model.’. It look bulbous and ungainly. Thanks Brad. Using A110s, the Alpine team won the World Rally Championship in 1971, and the car continued to notch up national titles for its various drivers through to 1975. I always liked the looks of the Alpines, and at least bought a Tamiya A110 RC kit to add to my collection. Go for it. Coming from you, Rammstein, high praise indeed. He was also involved in the development of the road cars, though it appears his influence on the A310 was one of refining rather than defining. Alpine A310 de GG et les Berlinettes A110 sur la piste "canard". Featuring a tubular steel backbone chassis designed by Rédélé and his cousin Roger Prieur, the Berlinette gave a clear indication of the direction the marque would take – both in terms of styling and purpose. Additionally, I think I’ve always been biased against the A310 because of the ’80s version of it and the fact that it wasn’t an A110, but the four-cylinder is a beauty. But while that brief foray onto these shores failed to produce any meaningful sales, across the Channel the marque enjoyed a long and illustrious career spanning more than four decades. Peter Stevens had been directly involved with the Alpine for the introduction of the V6 model, launched in late 1976. Thanks John. It had also gained 3” in wheelbase. There was a 180+ hp version of the A310, but it wasn’t available to everyone. Renault Sport are now in the former Alpine factory where they make the fast production Renaults like the Megane RS. There was no RHD version, which meant the UK and far-flung Australia missed out. 1990 saw the GTA Turbo Le Mans released in the home market, with a revised frontal treatment and flared wheelarches. Bizzarrini 5300GT Strada. Cheers Chris. A few weeks ago I spotted this 1971 Renault R15 TL. Le moteur quatre cylindres de 1,8 litre demeure, mais la pression de suralimentation du turbocompresseur est augmentée de 0,4 bar pour offrir de meilleures performances. However the cars were required to handle pursuit tasks, and they earned spoilers front and rear. The capital outlay was significant for this largely independent carmaker, and the A310 had been rushed into production to help offset costs. The impressive front of the early A 310’s with their six headlights, the alloy wheels, the interior, it all made it a very desirable car. The result was noticeably more Renault than Alpine – a far more grown-up concept, it had clearly been engineered with everyday driving in mind. These streamlined shapes were the work of aerodynamicist Marcel Hubert and the wind-tunnel, and were powered by engines developed by the legendary Amédée Gordini – whose breathed-upon Renault mills had also been optional for Alpine road cars since 1957. Renault Alpine A310 V6. The A110 was powered by various Renault engines. Trevor Fiore’s involvement has never been fully explained, though there is a recent book ‘Alpine La Passion Bleue’ by Bernard Sara that apparently addresses this. To me Renault has always brought visions of the 4cv or R5. The Dauphine simply wasn’t up to US-style driving and (low) maintenance conditions. In 1976, Renault Sport was formed to take charge of Renault’s racing activities. Jean Rédélé was asked to help Renault as they developed this little coupe/cabriolet. After outright victory in the 1950 Dieppe Rally, he again caught the eye of Renault who put him in a race-prepped ‘1063’ 4CV for the Monte Carlo Rally where he finished fourth in class. The interior shot looks very inviting with that great 70s color matched euro velour. The wheelbase was the same as outgoing GT4 (and recently lengthened Porsche 911) at 89.4” (2,270mm), although the Alpine was a whopping 9” lower than the Porsche in height. Alpine sorted the handling on the 310 simply by putting huge tyres on the rear (they’re even bigger on this car) and it seems to have worked. Etape N°1 : Personnalisez. Alongside the performance capabilities of the four-cylinder Porsche was the fact that the most popular models in the range were four-seaters – an element that played into greater sales volumes. Renault, after dumping the A310 from their rally program unceremoniously, immediately switched their attention to these 5 Alpines. It was important to me that my customers experienced that same driving pleasure at the wheel of the car I wanted to build.’. Alpine Renault continued to develop their range of models all through the 1980s. The fibreglass body was bolted to the chassis and the car’s dimensions were 164.5” (4,180mm) long and 63.8” (1,620mm) wide. Further development as the A220 in 1968 (above) and 1969 fared no better, proving unreliable due to excessive vibration. No one can beat the French, that’s Renault and Peugeot, when it comes to B-segment hot hatches. This, however, was overshadowed by several factors. Trouvez la voiture de vos rêves. This, however, was overshadowed by several factors. Pilotage sur circuit. The GTA/A610 range was considered a failure for Renault, it was a far more refined vehicle than the A310 but only sold around 6,500 models over its ten year lifespan against greater expectations. The French police, or more specifically, the Brigade Rapide d’Intervention de la Gendarmerie, continued with tradition and had a small fleet of A310s; numbers quoted vary between five and seven. Nice to see a picture of the Renault 5 Alpine. Puisque je n'ai pas les moyens de lui en offrir une, j'aimerais lui trouver un stage de pilotage ou un essai sur ce véhicule Nous vivons en île de France. That’s him standing at left in this publicity still for Renault featuring R16 scale models. The Alpine A110 succeeded the earlier A108. The 2.6 L motor was modified by Alpine with a four-speed manual gearbox. There was perhaps no better launching pad for the Alpine brand than on top of the Victorian Alpine-region’s opening Targa High Country stage at Mount Buller. And the Porsches (except the Speedster) were eminently usable as a daily driver, with no compromises in comfort, ride, seating, etc.. But it does indicate an expectation that the Alpine visual language might have to move on. You can see it suffered from its small engine displacement, like Lotus in those days. Alpine est réputé pour créer de superbes voitures de sport extrêmement efficace sur routes et circuits. The Alpine A310 was debuted to the public at the 1971 Geneva Auto Show and was meant as a replacement for the A110, though it stayed in production until 1977. With help from Brabham’s Ron Tauranac and shaping by Hubert, Alpine had entered the Formula 3 category and found their car carrying that year’s French Champion, a feat equalled in 1971 and 1972 and also surpassed in 1972 with the team’s European Championship. Although retaining the backbone chassis and glassfibre body construction of its predecessors, the thickness of the steel was reduced by 0.6mm while the strength of the plastic shell was much increased. Pitched squarely at the Porsche 911, the A310 would follow established Alpine practice, employing the familiar steel backbone beneath its glassfibre body. Pour motoriser la future bombe de la régie, on pensa tout d'abord utiliser le 1600 cm3 des Alpine A110, A310 et autres R12 Gordini et R17 TS.Sur cette base, plusieurs cylindrées et puissances avaient déjà été testée et il était assez facile de gonfler encore le bloc jusqu'à 1800 cm3 pour sortir les 200 chevaux prévus. Renault thought the development of the V6 A310 in 1976 could possibly defeat the Stratos; Wrong. - Page 17 I spotted my first Alpine recently a Bathurst 1000 campsite, of all places. Probably a variation of Vitaloni Sebring mirrors…, Could be the Vitaloni Californian (top row), but I think you’re right on the Sebring. The Alpine A310 was a sports car with a rear-mounted engine and was initially powered by a four-cylinder 1.6 L sourced Renault 17 TS/Gordini engine. Voir plus d'idées sur le thème voitures aston martin, aston martin, voiture. It had been based on his 1962 proposal for Lea Francis (bottom left), and his 1966 Bond Equipe 2 litre GT (with in-house detailing by Bond) was another example of this Fiore language. As the top image by ‘Manfred’ at Forum Alpine Renault shows, the car was to receive an underbody shroud. Even if you don’t have any curbside classic pics (though there is the cohort), I’m sure you could put together a pretty good Automotive History on a subject of your choosing. In 1991, it was apparently brought over from the French island colony of New Caledonia. Instead of the Chappe et Gessalin proposal, the Michelotti Renault prototype somehow found itself announced as the next new model in the Alpine range. Roadstr propose à la location les modèles mythiques de la marque de Jean Rédélé : Alpine. The drive began with Les 17 tournants, the “17 turns”, one of the highlights of the Tour de France. It was during this period that he, Béligond, or the both of them together came to the early 1968 shape in Dieppe. Le parc de Drive Collection va prochainement s’enrichir avec un Alpine A310. The original 1971 car was never wind tunnel tested and suffered from both front end lift and rear instability and one of my jobs for the 1976 model was to counter these problems with small aerodynamic additions.’. Thanks for the article Don. Writing like yours inspires me to make mine better – I really need to work on something longer than 250 word text panels and 50 word object captions aimed at 10 year old reading audiences…. I can`t possibly add anything new to the comments, so I`ll just give this article an A+. Cool cars I’m sure Ive seen a A 310 at a show in Aussie nothing else looks like that I saw a A110 in Havelock north here in Hawkes bay at the end of a Dunlop targa it had been competing beautiful car and very rare here, Vauxhall copied the faired in lights of the 310 for their Firenza droop snoot coupe, but awesome cars and a great write up Thanx Don. As a result, he was appointed Renault’s official dealer in Dieppe. which came first? Meanwhile, Rédélé’s father-in-law – wealthy Parisian Renault dealer Charles Escoffier – had commissioned his own coupe based on the 4CV. Fiore was an English-born stylist who changed his surname – ‘Frost’ – to that of his mother – the italianate ‘Fiore’. Fed by an unusual combination of one single- and one twin-choke Solex carburettor, the 2664cc Douvrin unit produced 150bhp and a useful 151lb ft of torque, giving 0-60mph in just 7.2 secs and a top speed of 140mph. The little that is known about the RAG project is that it was to be based on the 1965-released Renault R16 and featured the four-cylinder engine used in that family car in Gordini-developed form. Celui-ci se nomme La Piste Bleue. 30 examples were produced. Photo source: http://www.talbotco.com/vitaloni_pics/baby_tornado_2.jpg. The A310 was the next modern interpretation of the A110. I came across it whilst looking for more information regarding the Solex carburettor setup of the A310V6. Rédélé had committed to a new Dieppe factory in Bréauté Street that became operational in 1969. In 1967, however, a much needed 6 million franc government loan was instead handed to Matra, leaving this trio to continue their efforts on their own. Yet it took nearly no time at all to find out, this same layout in combination with thicker, heavier fiberglass panels in calculated places, along with increased ride height made it nearly as effective on loose and/or rough surfaces. Per the article text: “But the A310 was not the competitive sibling in the family. The Renault Owners’ Club is the only UK club to have been around for every Alpine launch. Excellent history of an – at least stateside – underappreciated marque. Perhaps the most unique facet of the police-spec A310s was that the fibreglass body had metal flakes embedded in the resin to aid radio reception. Wow! In 1957 Rédélé asked Michelotti for another coupe which was delivered in 1958, though it’s not clear whether this was intended as a Renault or Alpine proposal. However they did broaden Alpine’s range and would come to be directly replaced by the A310. Long story short, the 4-cylinder A310 works cars were miserable failures. The mid-rear engined Monteverdi Hai 450 SS arrived in the wake of the Lamborghini Miura and was first shown in 1970. The Alpine A310 was a sports car with a rear-mounted engine and was initially powered by a four cylinder 1.6 L sourced Renault 17 TS/Gordini engine. Due to the onerous shipping costs Rédélé’s beautiful little aluminium coupe would remain stateside. Peter Stevens – who would go on to shape the McLaren F1 – found himself as a young stylist with Fiore in the early 1970s. Aerodynamicist Marcel Hubert (bottom right) had been hired by Rédélé in 1962 primarily to work on their racing efforts starting with the M63, and would continue with the marque until 1982 as a crucial member of the team. Announced at the 1976 Paris Salon, the revised version – identifiable by its more orthodox quad-headlamp front end and a chunky rear spoiler – packed an all-alloy V6 engine in its shapely tail. The US was critical to Porsche’s success. If Coggiola had been engaged by Renault or Alpine to help with styling during the ‘soft-form’ phase of the A310 in early 1968, it still takes us further away from the explanation as to how this soft form version came to be so close to the Monteverdi Hai. This sketch from either 1970 or 1971 is signed ‘Gaston Juchet A310 Style Béligond’. A really wonderful piece. In 1967, he expanded his ambitions with a large two-seater front-engined coupe powered by the 426 Hemi. Rédélé had been chafing at his lack of independence within Alpine, and with the cabriolet project he was finally able to get his own way on the matter. Overcome the initial turbo lag and the Alpine leaps towards the horizon at an astonishing rate, while phenomenal grip means that bends are dispatched with uncanny ease. This means that if you have a PDF software reader, you will be able to view, print, or download these documents. When exactly it was diagnosed is not clear. As he later recounted; ‘I thoroughly enjoyed crossing the Alps in my Renault 4CV, and that gave me the idea of calling my future cars ‘Alpines’. The A310 did not share in the benefit of this dual personality, due large in part to the greater heft it carried around to begin with. Not only were they underdeveloped, they also now had to work around a Renault budget that was also attempting to win with R17 rally cars and Formula One ambitions. The 3 litre V8 was the combined effort of the Gordini (right), Rédélé and Renault to raise their collective game and compete at the ultimate levels including Formula One. And then there are all of those fabulous quirks – from the bizarre clap-hands wipers to the floor-hinged pedals to the love-it-or-loathe-it styling. Thanks for the Ledwinka headsup. The A310 was sold in Belgium, Italy, the Netherlands, Germany, Switzerland, Spain, Mexico and Portugal – which combined made up almost 50% of sales of the model. I have been fascinated by the A110 for a long time, as a sort of mini-Porsche 911, but the long Alpine lineage before and after the A110 is something that I knew nothing about, and I did not know even where to start looking. No more. I also find it quite interesting to note nobody in the rally world has claimed to even enjoy the A310 during their careers, yet Jean-Pierre Nicolas, Ove Andersson, and Michelle Mouton all claim one variation or another of the A110 to be their absolute favorite competition car, ever. The Alpine story begins in Dieppe in the early 1950s. Ce week-end, on était aussi en Bretagne pour l'Autobrocante Festival de Lohéac 2017, un événement varié et qui plaira à tous ! The A310 was the next modern interpretation of the A110. The prototype had been built by Fissore, but Monteverdi claimed that he himself had come up with the shape. of Jean Rédélé and the Alpine years to the mid-1960s. But it doesn’t sound like you really need it. Bonjour à tous, Mon mari est plus que passionné par la R5 Turbo 2. The RAG coupe’s shape had sprung directly from Juchet’s hand, and a full size prototype was constructed before the project was abruptly cancelled in 1966. Pierre Dreyfus was most impressed with the display. After the refinement of the GTA, Crispin Forster’s A110 is a loud and brutal hooligan. Peter Monteverdi was a Swiss car dealer who had been selling Ferraris and dabbling in his own short-run productions of small racing and passenger cars. Torque: 165.2 ft-lb Drivetrain: RR Tires (Front): Sports: Hard Tires (Rear): Sports: Hard Pit Service: Change Oil; … Hard acceleration is accompanied by a guttural growl from the Gordini ‘four’, and you discover what all the fuss is about when you reach the first corner. Development work had begun in ’68 and, with a spacious new factory to pay for, the ever-astute Rédélé had made the decision to pitch the car further upmarket where greater profits were to be had. De la F1 au Rallye ! or the astringent edge of pastis, that slightly jarring face is intrinsic to the authenticity of the A310 shape. Jim Klein touched on it, but looking at the later & hairier versions of the A310 reminded me of the Countach that also grew scoops and bulges as it developed. I was vaguely aware of the Alpine cars, but learned a lot this morning! A dozen A310s were prepared for competition with front wheel arch flares and a widened rear flank that included most of the c-pillar to also allow for larger air intakes. This problem was not unique to the A310, as the A110 faced similar hurdles over the years. And when I consider these earlier Juchet pieces, the coupe at top rendered in 1969 and the van beneath in 1970, it appears that this crucial final addition to the Alpine was the direct contribution of Gaston Juchet himself. Humbug! It must have taken extensive research to write and to obtain all that photographic history. Like the bittersweet dissonance within “ polnareff’s ” or the astringent edge of pastis, that slightly jarring face is intrinsic to the authenticity of the A310 shape. In 1976 the A310 was restyled by Robert Opron and fitted with the more powerful and newly-developed V6 PRV engine. L'Autobrocante Festival de Lohéac 2017 célébrait les 40 ans de l'Alpine A310 V6 - News d'Anciennes. What soon emerged were increasingly lairier versions of the R5. During the most of 1970s and early 1980s, many small manufacturers of exotic cars often sift through the components made by OEM suppliers to peruse on their cars, i.e.