MAY 2012 - The Alpine Berlinette turns 50 this year and, to mark the event, Renault has created a concept car named Renault Alpine A 110-50, dedicated to performance and driving enjoyment.
A new interpretation of a timeless design
To mark the 50th anniversary of the iconic Berlinette (A 110), Designer Yann Jarsalle and Concept and Show Car Director Axel Breun reinterpreted the original design cues to include the new Renault design language introduced by Laurens van den Acker with the DeZir concept car, and which will soon be rolled out in the company’s future models. The new front-end look, with the upright, confident diamond, has been adapted for this very low and wide car. The Renault Alpine A 110-50 is a car of today; a bold embodiment of Renault’s passion for motorsport.
A true prototype
Produced with the renowned expertise of Renault Sport Technologies, the Renault Alpine A 110-50 is imbued with the world of motorsport. It benefits from the experience gained from the Mégane Trophy race car by using the same technical platform. Acclaimed by drivers in the WORLD SERIES by RENAULT, the tubular chassis of the Renault Alpine A 110-50 has been stiffened and undergone several developments. The roll cage and bracing in the engine bay have been modified (lowered) in the workshop of Tork Engineering to adapt them to the vehicle’s height, which is lower than that of Mégane Trophy. The digital design work was led by Renault Design, Koller and Etud Integral, while final assembly was carried out by Protostyle. The final weight distribution is almost ideal, with 47.8% over the front wheels.
To facilitate servicing, the concept car features integral pneumatic jacks. Derived directly from the systems seen in endurance racing, they allow the wheels to be changed extremely quickly.
An exceptional car that fuses elegance and aerodynamic efficiency
The efficiency of the Renault Alpine A 110-50 concept car is largely generated by ground effect. At the front, a splitter hidden in the bumper generates low pressure, which results in significant aerodynamic downforce. At the rear, a diffuser accelerates air flow beneath the floor. Ground effect therefore accounts for more than one-third of the car’s downforce, with the rest coming from an adjustable rear wing.
The research and design of this air flow was conducted using Computational Fluid Dynamics, a cutting-edge technology used particularly in F1. CFD involves studying movements of a fluid, or their effects, by resolving digitally the equations which govern the fluid. This technique was used by Renault Sport Technologies primarily in order to fine-tune the aerodynamics and study the behaviour of the New Mégane Trophy as a function of air flow.
Exemplary road holding
The wheelbase of the Renault Alpine A 110-50 is identical to that of Mégane Trophy (2,625mm), while the track is slightly wider at 1,680mm front and 1,690mm rear.
The 21-inch wheels, with a single central nut, are specific to this car and fitted with road-homologated Michelin tyres.
The Sachs dampers can be adjusted in compression and extension, and are mounted directly onto the lower wishbones. There are numerous different set-up options: castor, camber and alignment, ride height, anti-roll.
In order to improve driver feedback and provide the purest driving experience possible, driving aids like ABS, traction control, etc. are not fitted.
Serious stopping power
The braking capability of the Renault Alpine A 110-50 match its performance. At the front, large 356mm-diameter steel discs are slowed by six-piston callipers. At the rear, the discs are 330mm in diameter, while the callipers are four-piston models.
CHAPTER 3: the Renault Alpine A 110-50 concept car – Engine and gearbox
Mechanical excellence
Developed on the same technical platform as Mégane Trophy, the Renault Alpine A 110-50 concept car also boasts the same chief technical characteristics.
It runs the Renault V4Y engine block, a 3.5 litre 24-valve 400hp V6 mounted in a mid-rear position. The crankcase (semi-wet), moving parts (pistons, connecting rods, crankshaft), valve train (camshafts and valve springs) and exhaust system are specific compared to the version featured on productions models.
Furthermore, the Renault Alpine A 110-50 uses the carbon air intake employed for Mégane Trophy V6.
The inlet manifold is fed by a new roof-mounted air intake. This development broadens the engine’s power band, with additional horsepower at all engine speeds. The engine mapping has been optimised for these modifications.
F1-style transmission
The Renault Alpine A 110-50 concept car is fitted with a semi-automatic six-speed sequential gearbox, as well as a twin-plate clutch that can be controlled using either the clutch pedal or a paddle on the steering wheel.
The gearbox is fitted longitudinally behind the engine and incorporates a limited-slip differential (discs and ramps) with adjustable pre-loading. The cerametallic twin-plate clutch is also specific to the car. It is activated automatically when downshifting, guaranteeing fast and reliable gear changes.
A black box at the heart of Renault Alpine A 110-50
Supplied by Magneti-Marelli, the Marvell 6R electronic control unit includes functions for engine management, gearbox control and data acquisition.
Even more accurate data acquisition
All data collected by the Renault Alpine A 110-50 can be analysed using version 4 of the benchmark Wintax software. Wintax 4 enables advanced analysis of more than 50 parameters: engine speed, gear, steering angle, car speed, throttle position, brake pressure… This information allows drivers and engineers to optimise settings and driving style. Wintax 4 data analysis also enables even faster diagnosis of any technical problems.
Technical data
| CHASSIS |
|
| Type |
Tubular 25CD4S steel chassis with semi-load bearing engine and gearbox |
| BODYWORK |
Carbon |
|
Aerodynamic
features Front splitter, diffuser, rear wing
|
| ENGINE |
|
| Position |
Longitudinal, mid-rear |
| Type |
Renault V4Y – 6 cylinders – 24 valves – 3,498cc |
| Bore x stroke |
95.5mm x 81.4mm |
| Injection/ignition |
Magneti-Marelli Marvell 6R |
| Maximum power |
400hp at 7,200rpm |
| Maximum torque |
422Nm at 6,200rpm |
| Maximum revs |
7,500rpm |
| TRANSMISSION |
| Type |
Rear-wheel drive |
| Gearbox |
Six speeds + reverse – sequential |
| Gear shift |
Semi-automatic (pedal-operated clutch and paddle) |
| Differential |
Limited slip differential |
| Clutch |
Cerametallic twin-plate 184mm-diameter clutch |
| SUSPENSION & BRAKES |
| Suspension |
Double wishbones, adjustable two-way Sachs damper/spring assemblies, front anti-roll bar |
| Front brakes |
Ventilated steel discs (Ø 356mm x 32mm) with six-piston AP Racing callipers |
| Rear brakes |
Steel discs (Ø 330mm x 32mm) with four-piston AP Racing callipers |
| WHEELS & TYRES |
|
| Wheels |
Aluminium alloy - Front: 8 x 21 / Rear: 9.5 x 21 |
| Tyres |
Michelin 245-35 x 21 (front) and 265-35 x 21 (rear) |
| DIMENSIONS, CAPACITIES |
|
| Length/width/height 4,330mm / 1,961mm / 1,230mm |
| Front/rear track |
1,680mm / 1,690mm |
| Fuel tank |
30 litres |
| Kerb weight |
880kg |
| |
|
CHAPTER 4: Renault Alpine A 110-50 – The legacy of the Berlinette
1962 - A star is born
When Jean Rédélé unveiled the A110 Berlinette at the 1962 Paris Motor Show, it marked the start of an Alpine adventure for the engine from the Renault 8. The car had been developed from the Alpine A108, but was more stylish and more dynamic, with an even lower engine cover, a larger glazed area and the rear lights from the Renault 8. The new engine demanded changes to the air intakes: with the radiator mounted at the rear, cooling exits were opened in the resin bodywork behind the rear wheel arches, disguised with four chrome strips. The changes served only to heighten the elegance of the A110 Berlinette. The restrained, balanced silhouette maintained its extremely pure lines.
A car for the enthusiast
To drive a Berlinette is a life-changing experience. Above all, it was designed to win rallies, so it's not surprising that it boasts a certain pedigree; not a tricky personality, but real character. You don't climb aboard an Alpine, you slide into it. But once you're behind the wheel, the connection is immediate.Agility and traction are particular strong points thanks to the mid-rear position engine, which tends to produce oversteer that is easy to control using the steering and throttle. It's sometimes a little trickier to keep going in a straight line, but life's all about compromise... This isn't a car you simply take for a drive – it demands to be driven properly. Its weaknesses are also its strengths.
