Alpine A 110 1600 S

The structure of the 1600 S version remains faithful to that used since the very first A108 TDF of the 1960s: a central steel beam, with a tubular lattice at the rear for engine support, onto which a body made of polyester resin and fibreglass is fitted. One of the main exterior differences is the opening underneath the front bumper. This air intake feeds the water radiator, which is located at the front of the 1600 version, as opposed to the rear of its 1300 cousin. Prior to its takeover, Alpine had acquired and modernised a factory in Thiron-Gardais in the Eure-et-Loir. On this new site every day, four Berlinette chassis are assembled before being delivered to Dieppe to receive their engines. With this modern production method, the Alpine A110 1600 S will now be equipped with the more powerful rear axle of the A310, which is produced in the Dieppe factory. The brakes are provided by Bendix discs (26.1 cm in diameter) controlled by a double non-servo hydraulic circuit. As on the previous A110s, the Alpine 1600 has a swing arm rear suspension with two springs on each side. The front suspension retains its wishbones combined with springs and hydraulic telescopic dampers, with anti-roll bars at the front and rear.

A rise in power

Since its first edition in 1963, the Berlinette's 956 cc four-cylinder engine, inherited from the Renault 8, was increased to 1,108 cc in 1964, then to 1,296 cc in 1966. For the new 1600 version in 1969, it used the 807-24 1.6 litre block from the Renault 16 TS. The engine, modified at the Centre d'Études de la Régie, based at Rueil-Malmaison, saw its power increase from 83 to 92 bhp to reach 125 bhp DIN on the 1600 S, with a maximum torque of 14.7 mkg at 5,000 rpm. The block is made from cast iron with an aluminium hemispherical combustion chamber cylinder head. The crankshaft rests on five bearings and the valvetrain contains a single side-mounted chain-driven camshaft, rods, pushrods and rocker arms operating two V-shaped inclined overhead valves per cylinder. The five-speed synchronised transmission, positioned lengthwise in front of the engine, is combined with an optional self-locking differential and a dry single-plate clutch (diameter 20 cm). 

The SC version

At the 1973 Geneva Motor Show, the Alpine A110 1600 S was replaced by the SC version (called SI for export). This model took over several mechanical elements from the A 310 which had been presented two years earlier. On the outside, the SC can be distinguished from the previous S at first glance by its beautiful alloy wheels taken from the A310. The 13-inch wheels were equipped with Michelin XAS radial tyres, also fitted to the Formula France single-seaters. For this new SC version, the Renault 16 TS's 1.6-litre block was dropped in favour of the engine type 844-30 from the Renault 12 Gordini, modified for the occasion. Made of aluminium, the block retained the four cylinder in-line architecture with side camshaft. Its displacement was 1,605 cc and it developed 140 bhp at 6,250 rpm with a maximum torque of 16.2 mkg at 5,450 rpm. The mechanical gearbox (type 365-10), also taken from the R12 Gordini, had five synchronised gears and a reverse gear. Powered in this way and with its light weight of 710 kg in operable condition, the Alpine A110 1600SC reached a top speed of 209.31 km/h (manufacturer's data).

A prestigious test driver

In 1971, the magazine Auto-Moto had the idea of having the new Berlinette 1600 S tested by the factory driver Patrick Depailler, the French Formula 3 Champion driving Alpine in that year. His clear and precise article perfectly expresses the judgement of that time on this car: "Once on the road, I attack, I swing the car in long slides without ever being surprised because the steering is so precise and efficient during counter steering... The brutal acceleration from 0 to 150 km/h gives the driver the impression of being one with the car and, in my opinion, makes the Alpine 1600 S the sports car par excellence... It remains the best compromise in terms of sport that can be found on the French market.

Specific finishes

In the Alpine-Renault catalogue offered at the Paris Motor Show in October 1973, visitors were able to appreciate the A310, the A110 1300 "85", as well as the new 1600 SC version and its twin SI, reserved for export. These two models are identical with the exception of their fuel supply, which is carburetted for the SC and indirectly injected by Bosch for the SI version. Both models feature the new interior layout of the 1600 range, including seats with headrests, a storage compartment integrated into the central console and the tulip-shaped leather steering wheel taken from the A310. The passenger handgrip is now mounted on the windscreen post, while the interior door handles and window winder cranks have been taken from the Peugeot 504 and Renault 17 respectively.

The 1600 S Group IV

As was customary with Alpine, a "competition-customer" version of the 1600 S was developed in parallel with the " passenger" version. This muscular Berlinette was offered at the 1970 Paris Motor Show at a price of 47,100 francs ( against 31,760 francs for the basic S). It was a Group IV (Grand Tourisme Spéciale) model, manufactured in 500 units as required by the sports legislation. This car, entirely dedicated to racing, was prepared by engine builder Marc Mignotet who increased the engine capacity to 1,596 cm3 by enlarging the bore (77.8 mm). Power output was 155 bhp DIN at 7,000 rpm with a maximum torque of 17.2 mkg at 3,500 rpm. The chassis only weighed 685 kg and top speed was 225 km/h.

Modification of the suspension

The greater weight of the engine in the rear overhang of the new Berlinette 1600 caused significant variations in camber. This resulted in oversteer for the driver, which had to be anticipated and compensated for by counter-steering. The weight imbalance caused by the extra mass of the engine-transmission unit could lead to sudden loss of grip as the suspension reached the limit of its range. Adopting the Alpine A310 suspension system, consisting of superimposed wishbones and parallel rods, completely solved this problem and allowed the 1600 SC to regain the stability of the previous versions.