Two A110s: How to Perceive a 20kg Difference

Although it made its long-awaited debut in Japan in the summer of 2018,the limited-edition "Première Édition" of 50 units was released via lottery.This winter, two catalog models, the "Pure" and "Légende," have finally been rolled out as permanent offerings.The catalog models have finally been releasedIn simple terms, the restrictions of the limited version have been lifted, and anyone who wishes can now test drive the Alpine A110 at dealerships nationwide and purchase one if they like it. The former ranges from 7.9 million to 8.11 million yen, and the latter from 8.29 million to 8.41 million yen.



It is cause for celebration among car enthusiasts that a sports car manufacturer, which had ceased production in the 1990s, has returned to the Japanese market, a fiercely competitive arena with hundreds of models. And indeed, once you drive it, resisting its charm is incredibly difficult. Let us explain.

The difference between the Pure and Légende lies in the Pure's use of lightweight Sabelt monocoque bucket seats, while the Légende features brown leather interior and seats, along with seat heaters. It also includes a three-stage seat height adjuster and reclining function, not found in the Pure, and the Focal 4-speaker system is enhanced with a subwoofer. Instead of Fuchs forged alloy wheels, it sports the same diameter but black-painted in-house wheels.

Thus, the Pure weighs 1,110kg, while the Légende is 20kg heavier at 1,130kg. Furthermore, although the tire size is the same as the Pure, the tread is about 15mm wider front and rear, at 1,570mm front and 1,565mm rear. They even altered the geometry settings to minimize the impact of the 20kg increase.



Hearing this, one might think the more minimalist Pure is the superior sports car. However, the seat adjustment range is less about pursuing comfort and more about accommodating taller individuals. Seat heaters, on the other hand, are certainly a comfort feature, especially on a cold winter morning.

Incidentally, at 175cm tall, I found an optimal driving position in the Pure with just the fore-aft seat adjustment and steering wheel's tilt and telescopic adjustments. Considering the color and ambiance of the brown leather, I personally lean towards the Légende. Both models are available in left-hand drive, but with the shift selector being a push-button system for P/D/R and a 7-speed dual-clutch automatic transmission operated by paddle shifters, the benefit of choosing left-hand drive, unlike with a manual, is minimal.

Not Just a Good Cornering Car, but a Chatty Chassis

First, we drove on public roads at town speeds, heading towards a mountain pass that seemed likely to be empty. Even over bumps and undulating surfaces, the suspension felt surprisingly soft for a sports car, offering an unexpectedly comfortable ride. I recalled the words of the chassis engineer: the car's light weight and well-balanced 44/56 front-rear weight distribution meant they didn't need to stiffen the suspension excessively. The double wishbone suspension, with its generous arm length, front and rear, allows the suspension to move up and down smoothly even at low speeds, flexing nicely.

It's surprising that today, high-end new models are equipped with multi-stage adaptive chassis control systems like Comfort/Sport/Sport+. However, the SPORT button on the A110's center console purely sharpens engine response, gear changes, and steering gain, and in Race mode, it only turns off ESP intervention. In other words, there are no heavy electronic controls or adaptive dampers. The A110's suspension, capable of handling city streets, mountain passes, and circuits with a single setting, attests to the chassis's excellent balance and inherent quality.



Eventually, we reached a less trafficked mountain pass and gradually increased our pace. As it was a public road, we didn't push it to its limits, and the speed was such that the ESP didn't intervene. However, checking the telemetry on the multi-function screen afterward revealed that we easily exceeded 1G laterally. Still, the exhilarating cornering performance was somewhat expected. What's truly worth discussing about the Alpine A110 is the quality and process of its cornering.

As you begin to actively use the front and rear weight distribution for control, you'll be amazed by the certainty of the road holding transmitted through your palms and pelvis – in other words, the sheer volume of information the A110 communicates. The neutral steering feel, which persists as grip shifts laterally and the car turns, is unbroken. Then there's the sensation of the rear end pushing off the ground as you apply throttle. Furthermore, the marginal 'threshold' region, where the tires are just about to slip, is wonderfully wide and rich with information.



The talkative suspension, which transmits tire flex and contact conditions with remarkable clarity, further solidified my conviction when I drove a few laps on a mini circuit in the latter part of the test. It's certainly not the type of car that will turn no matter what. In fact, if you brake late and turn the steering wheel aggressively, you'll predictably encounter understeer, meaning it doesn't coddle the driver.

However, its behavior during cornering is remarkably stable, making it exceptionally easy to control by steering and throttle inputs to adjust the angle. This is also thanks to the dedicated "Pilot Sport 4" tires, co-developed with Michelin from the outset. They feature a special compound that doesn't excessively increase lateral grip while maintaining braking grip and wet-road performance.

A Sports Car That's Fun Even at Lower Speeds

As I realized after finishing on the circuit, the double wishbone suspension, front and rear, which exhibits minimal change in contact even during large strokes, is even more beneficial on public roads. While there are no mechanical similarities to the original A110 that competed in rallies like the WRC and Monte Carlo, its know-how is undoubtedly present.



However, there are commonalities. The development team focused not only on a low center of gravity but also on positioning the center of gravity at the driver's hip level. Consequently, even when making a 90-degree turn at an intersection, you feel the nose tucking in around your spine. Despite a turning radius of 5.4 meters, which is not particularly small, you are filled with the sensation of driving a remarkably compact sports car, even at very low speeds.



Paradoxically for a sports car, the charm of the new Alpine A110 lies not in its pursuit of absolute performance alone, but in its incredibly communicative chassis and handling. It possesses the qualities of a sweet companion, a true partner on the road.

Alpine A110 | ALPINES A110
Body Dimensions | Length 4,205 x Width 1,800 x Height 1,250mm
Wheelbase | 2,420 mm
Weight | 1,110 kg (Pure) 1,130 kg (Légende)
Front/Rear Weight Distribution | 44:56
Engine | 1.8-liter Inline 4-cylinder + Turbo
Maximum Output | 252ps / 6,000 rpm
Maximum Torque | 320 Nm / 2,000 rpm
Transmission | 7-speed DCT
Drivetrain | RR
Suspension Front/Rear | Double Wishbone / Coil
Brakes Front/Rear | 320mm Ventilated Discs
Tires Front | 205/40R18
Tires Rear | 235/40R18
Minimum Turning Radius | 5.8 meters
Fuel Economy (JC08 mode) | 14.1 km/ℓ
Price | 7.9 million - 8.41 million yen