R for Radical. The A110 R stands as an even more thrusting version of the already sporty A110 S, getting rid of any superfluous mass. The search for lightness has always been at the heart of Alpine cars, a feature inevitably linked to the sporting DNA of the brand. The creations of the Dieppe house have never been characterized by the adoption of generous engines and large aerodynamic surfaces, preferring to develop performance through weight containment rather than desperately looking for horsepower and aerodynamic load. From this point of view, the A110 R presents itself as the natural evolution of the A110 s in a racetrack key, keeping the engine intact but optimizing every single other area of performance.
Carbon fiber dominates the exterior surfaces of the R, immediately conveying the designers’ intention to shed any excess pounds. The bonnet in composite material alone has allowed a weight saving of 2.9 kilos, accompanied by the rear window, also in fiber, which replaces the previous glass. Impressive then the weight gain from the 18-inch rims developed in synergy with Duqueine, responsible alone for the saving of 12.5 kilos, to which are added another 5 kg removed thanks to the Sabelt Track monocoque seats. All this outlines a total weight of 1082 kilos, with a reduction of 34 kg compared to the A110 S, equal to 3%. In addition to the numbers themselves, on the whole it stands out how the carbon panels create a marked chromatic contrast which together with the rims, whose particular shape is due to the aerodynamic optimization, are able to visually convey all the sporty and aggressive character of the A110 R, thus synthesizing form and function.
As already mentioned, the power unit remains compact and light 4 cylinder turbocapable of giving off up to 300 horses at 6300 rpm and 340 Nm from 2400 rpm. The result is a power-to-weight ratio of 0.28 hp / kg, a slight improvement compared to the 0.27 hp / kg of the A110 S. One of the few components in which weight has taken a back seat is the seven-speed transmission, being a more cumbersome was adopted double clutch preferring it for shorter shift times.
However, the search for lightness was not the only area of performance that was the object of the attention of Alpine technicians. The aerodynamics underwent a thorough overhaul, starting with the rear extractor. The diffuser has been extended towards the rear, widening the outlet section to the advantage of the intensity of the depression in the underbody, the true source of the aerodynamic load. However, the extension of the diffuser ramp would not have been possible without other changes in the surrounding aerodynamic structure, as otherwise the flow would have risked detaching from the surfaces, with consequent loss of load. In the first place, the lower ground clearance of the bottom, possible thanks to the new shock absorbers, speeds up the flow into the underbody, giving it energy and reducing the risk of stalling. At the same time, the low pressure zone behind the car came to change, as the rear wing was moved back and its angle of attack was decreased. The wing is also supported by two gooseneck supports, whose specific shape deriving from Formula 1 aims to improve the efficiency of the airfoil. Finally, to refine and stabilize the performance of the diffuser, it was provided with vertical strips and side bulkheads for insulation from the harmful turbulence generated by the rear wheels.
Equally important for aerodynamics purposes is the work done on the suspension. As already mentioned, the ground clearance has been lowered by 10 mm compared to the S, with the possibility of gaining an additional 10 mm by exploiting the adjustment of the shock absorbers. The calibration of the internal elastic and damping elements also increasingly tends towards performance to the disadvantage of comfort, which is the goal that A110 R sets itself. The stiffness of the coil springs at the front is increased by 10%, as is the stiffness of the front anti-roll bar, while at the rear it is recorded a 25% increase in roll stiffness. In addition to ensuring greater responsiveness of the car when changing direction, stiffness benefits aerodynamics, stabilizing the entire aerodynamic platform. In summary, greater homogeneity of the aerodynamic map is guaranteed, i.e. less dispersion of the load generated in all driving conditions such as variations in height from the ground during rolling and pitching movements.
Also thanks to the suspension, the downforce on the A110 R is up to 14 kg higher at the front than on the S, with a gain at the rear of 29 kg. In track set-up, on the other hand, it is registered a 5% reduction in resistance to motion. This is due to the lower ground clearance, but there is also a contribution from the new rims. In fact, on the rear axle these are partially faired towards the center to reduce the turbulence generated, leaving the outermost part of the spokes uncovered to ensure adequate cooling of the braking system. At the front, however, the fairing is completely absent, precisely due to the greater cooling needs of the front axle, which is more loaded during braking. Staying on the brake theme, the bi-material discs boast a diameter of 320 mm on both axles. At the front, the cooling air flow is guaranteed by four intakes, two arranged on the upper arms of the suspension and the same number along the bottom. By doing so, the cooling drag, i.e. the aerodynamic drag induced by the air crossing of the braking system, is reduced by 20%, once again contributing to overall efficiency.
On the tire front, the A110 R is fitted with Michelin Pilot Sport Cup semi-slick tires 215/40 R18 tires at the front and 245/40 R18 at the rear. The surface of the semi-slick tires is more homogeneous and has fewer grooves, offering a wider contact surface to the ground which translates into greater grip, being the contact pressure better distributed. The semi-slick tires alone ensure a performance gain on the track of half a second per kilometer.
There is no shortage of entertainment for the driver inside the cockpit. I’m three driving modes available: Normal, Sport and Track. Going from the more conservative to the sportier mapping increases the performance of the engine at the price of consumption, the responsiveness to the pedal and the speed of change, while the interference of the dynamic ESC controls is reduced. Also present on board is the “Alpine Telemetrics” telemetry system, from which to monitor the graphs of various parameters such as boost pressure, transmission temperature, power, steering angle and accelerometers.
Overall, the work on aerodynamics, weights and suspension helped to lower the sprint from 0 to 100 km / h at 3.9 secondsagainst 4.2 seconds of the A110 S, also raising the maximum speed from 275 to 285 km / h. A110 R embodies the true essence of Alpine, managing to convey it as much with the stopwatch as with the aggressive look. All that remains is to wait for it to arrive on the road, or rather on the track.
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