Alpine A110 test (2022): our opinion on the new S and GT 300 hp

If the slender A110 never required amazing power, it still frustrated some stubborn people, stuck on the wrong line of its technical sheet. Alpine therefore ended up abdicating: this time, that’s it, the 2022 version embraces the 300 hp bar when the previous A110 S peaked at 292 hp. Already at the time, faced with the 252 hp A110 still offered in the catalog, the additional 40 hp did not transfigure performance. The fault of an identical maximum torque between the two versions, limited to 320 Nm by the EDC7 double-clutch gearbox. For the record, this transmission was even initially designed to only take 300 Nm, but the low weight of the A110 (and the lower constraints that result from it) had convinced the supplier Getrag to slightly push the limit.

” We put some pressure on our supplier, recognizes the Alpine staff. It was necessary to be able to gain a little more torque without reviewing the entire transmission […], the development of which would have greatly exceeded the available budget. » Request honored. After having identified the possible points of weakness (cogging of the primary shaft and the revised sixth gear pinion, handpicked clutches), the EDC7 box now cashes in 340 Nm of torque and a more aggressive Launch Control system. Immediate benefit: 4.2 s from 0 to 100 km/h, against 4.4 for the S 292 hp. A contribution from which the A110 S 2022 and the new A110 GT benefit, which inherits the 300 hp but retains the chassis of the 252 hp version (springs, shock absorbers and less stiff anti-roll bars, narrower and grippy tires).

Three A110s, three fares

The new Alpine range therefore has three models, at logically different prices: €59,500 for the 252 hp A110, €69,500 for the 300 hp A110 GT and €71,500 for the A110 S 300 hp. Compared to the A110 S 2021, the price of the S 2022 increases by €2,400 against a chip jump in terms of power and the arrival of an Apple CarPlay and Android Auto connection (see below in the chapter “On board”). Certain items of equipment also go from “standard” status to optional, such as the microfiber roof lining (€710) and tinted front lights (€150), while the reversing camera (€1,230 with parking), electrically folding mirrors (€520) or the Focal Premium audio system (€620) remain at an additional cost.

At the same time, the list of options welcomes new entrants. You prefer the Microfiber pack (steering wheel, headlining, central console and dashboard in microfiber for €1,660), backlit door sills (€350), orange belts (€250) or deep black contrasting roof (1 €500, involving the new Fire Orange at €1,850)? AT the argus, instead, we’re aiming for the handling-influencing new features like the €740 Michelin Pilot Sport 2 Cup tires, or the €5,400 Aero kit with front blade and big carbon fiber spoiler. Guess what ? For this first test, our wish has been granted. On the way !

A110 GT road test

Before treading the Paul-Ricard circuit, we rode an A110 GT a few kilometers away on the selective route of the Sainte-Baume rally. Myriad of hairpins, asphalt still frosty in the shaded portions and mind still filled with images of the 2022 Monte-Carlo Rally make us doubt at first of a safe arrival, but this fear dissipates from the first corner . What a reunion! Far from intimidating its driver (wedged in its non-bucket but already enveloping seat), the A110 GT corners with a disconcerting naturalness, agrees to invite the rear axle to the party in a slight drift then comes out, without no slippage, in a subtle sway that is perfectly controllable.

Perhaps inspired by the many cyclists sharing the road, the term “bike” quickly comes to us to qualify the lightweight A110. In addition to its ability to fly over the virolos, it provides this rare pleasure of being able to flirt with its limits of grip without having to reach crazy speeds and/or have the talent of Sebastien Loeb (ah, that Monte-Carlo rally…). The little 1.8 TCe, on the other hand, continues to yelp between two hairpins, especially in Sport mode which summons maximum power (Normal mode is limited to 285-290 hp) and invites crackling exhaust when releasing the accelerator (nice… then too frequent on a very winding course where the right foot is constantly hesitating).

Compared to the old S, the engine character does not appear transfigured. It just generates a slightly more intense and immediate boost when revving up at low revs. Same subtle improvement in terms of gearbox management, recalibrated: Normal mode imbued with softness but responsive when you suddenly need power and Sport mode always on time in dynamic driving, without keeping the engine at very high revs when it’s not. is not useful. The ultimate Track mode, which delays the action of the anti-skid and requires shifting gears manually, is the only one not experiencing any changes. And, speaking of the wolf, it’s time to hit the track.

A110 S test on track

For our session on the Castellet circuit, we traded our sensational Alpine A110 GT for an A110 S with hardened chassis and options ad hoc : Michelin Pilot Sport Cup 2 tires with an almost semi-slick profile, but also the famous aerodynamic kit providing 81 kg of additional downforce at the rear and 60 kg at the front… only at the maximum speed increased to 275 km/h ( without this kit, the S remains limited to 260 km/h and the GT, to 250 km/h). We will not reach them today despite the length of the Paul-Ricard straight, here cut by the playful north chicane then covered, just before the very fast Signes bend, with a small layer of frost before the point of rope.

Departure from the pits, clear acceleration in the first stretch, the engine shows its second improvement after the increased torque on the road: a (very) slight increase in power around 6,000 rpm, welcome to the circuit where the evolutions up to at 7000 rpm become much more frequent. After powerful but easy-to-measure braking, the A110 S tackles the first chicane without much honesty because its specific rubbers require some firm pressure to reach their ideal operating temperature.

As expected, the second loop makes it possible to increase passing speeds, and our twirling ballerina in the morning (A110 GT) becomes a rigorous sports coupe in the afternoon (A110 S), containing its body movements much better under braking and in turn. These settings make the A110 S more efficient. But with the optional semi-slick tires, we don’t find the more understeer balance of this version. By increasing the grip of the front axle, the A110 S turns more around its axis and sees its rear axle become more mobile again (A110 GT way, less progressive), especially in the curves of Le Castellet, often fast and requiring braking in support to follow the right trajectory.

A new balance far from being boring which simply requires reviewing its driving style compared to an A110 S fitted with the original Michelin Pilot Sport 4: well-lined braking and cornering under light acceleration to take full advantage of the grip of his new rubbers. Our abuse of drifts at the start of the session unfortunately increased the temperature and the pressure of the tyres, which would have deserved to be slightly deflated to regain their optimal grip. In these conditions, it’s hard to feel the additional downforce generated by the Aero kit, especially since the Signes curve, the only one to allow downforce beyond 170 km/h on dry ground, was still wet during our riding session. test. Profit should rather operate at very high speeds on the German autobahn. Moreover, this inspires us with an idea of ​​a place for a future test… We let you guess!

On board the A110 “2022”

competition

Since the disappearance of the Alfa Romeo 4C and Lotus Exige, our national A110 feels quite alone in the kingdom of featherweight coupes. To find similar performance, you have to go knock elsewhere. Let’s mention the Porsche 718 Cayman S PDK, 50 horsepower more powerful but also 275 kg heavier. The performances are equivalent in a straight line, superior in turns, and the price does not seem so far away at first glance: 75,712 € with the PDK box, against 71,500 € for the A110 S. The actual additional cost unfortunately reaches €40,000 on arrival, once added the frightening penalty (more than €33,000, against €1,276 only for the A110!) and the multitude of options imposed by a poor standard endowment.

Different proposal with the Toyota GR Supra, which shares its platform with the BMW Z4. If it exists with a 265 hp four-cylinder turbo, it only equals the performance of the Alpine with its 340 hp six-cylinder turbo because the Japanese is almost 400 kg heavier (see our match Toyota Supra vs Alpine A110 Pure)! Lower than the catalog, the price of €65,900 again goes beyond that of the A110 S after application of the penalty: €10,980 in 2022. A nice snub to the hybrid specialist…

Find the results of the test, the technical sheets, the prices and the options of the Alpine A110 2022 on the following page.