Alpine A110 2025 review – an all-time great sports car living on borrowed time
The Alpine A110 is not long for this world, with its electric replacement due to arrive in 2027 with more power (and, sadly, weight)
evo verdict
Yes, it would be nice if it had a manual gearbox and a more characterful engine, but no matter: the A110 is a magical car. In many ways it feels like a ’60s sports car wrapped up in a modern package, with its focus centred on low mass, simplicity and a wholly road-centred approach to its dynamics. The more extreme versions are exciting in their own way, particularly the A110 R, but the base car is a captivating driving machine of the kind we may never see again. We’ll miss it once it’s gone.
Background and model range
The A110 has been a fixture in the sports car class for a few years now, having transcended its troubled birth to become a new standard of excellence thanks in large part to its trend-bucking lightness, deftness and satisfying fluidity. That it continues to exist at all in 2025, in a world where Lotus builds EVs weighing over two tons and where the latest BMW M5 weighs as much as a Range Rover, is a bit of a miracle. It’s an icon in its own right, and with production ending next year to make way for an all-electric replacement, now is as good a time as any to celebrate it.
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Born from an initial collaboration between Renault and Caterham (then owned by Tony Fernandes) 11 years ago, and driven by the enthusiasm of then Renault COO Carlos Tavares, the reborn A110 was besieged with setbacks before it could turn a wheel: the partnership with Caterham ended predominantly because the latter didn’t have enough money to continue with the project. Renault went it alone but when Tavares left the company (now heading up Stellantis, via PSA Group), with CEO Carlos Ghosn (now reportedly in Lebanon, reputedly via a double-bass case) widely thought to be rather less emotionally attached to the project. Somehow, the A110 made it into the world – and reminded us just how special a small, lightweight, thoughtfully designed sports car can be.
The base car was and remains brilliant, but the A110 range has steadily evolved with new versions since it launched. The first was the more hardcore A110S, introduced in 2019 with a 47bhp bump to 296bhp, as well as a stiffer chassis. The Légende GT-spec A110 followed, first with the standard engine and a more luxurious interior, then upgraded in 2021 to offer the softer chassis in combination with the more powerful A110S powertrain. Arguably, this was the arrival of the first true sweet spot in the A110 range, marrying the best chassis with welcome extra potency.
For 2022, Alpine rationalised the range, into A110 (the basic car), A110 GT (softer chassis plus the more powerful engine) and kept the A110S at the top. Both the GT and the A110S received nominal bumps in power, too. Numerous special editions based on these models kept things interesting but in 2022, our attention was firmly focused on the A110 R. A proper Cayman GT4 rival, the A110 R was the most track-focused version yet, with 34kg shaved off, more extreme aero, carbon wheels and Sabelt carbon seats, if not any more power.
The most extreme A110 is the A110 R Ultime, due this year, with even more aggressive aero (for 160kg of extra downforce at 177mph) and a bump in power to 345bhp. It’s to be joined by the A110 GTS, a culmination model covering the A110 GT and A110S remits, with a bit of A110 R-inspired aero.
Engine, gearbox and technical highlights
The A110 is powered by a 1.8-litre four-cylinder engine with a single turbocharger and direct injection. It’s the same unit that’s used in the last Mégane RS and is none the worse for it, producing 249bhp in base spec, 296bhp in the GTS and R and a full 345bhp in the Ultime. Torque is limited on account of the transmission, which is 236lb ft for the base car and 251lb ft for GTS and R, with the Ultime getting an upgraded six-speed dual-clutch in place of the standard seven-speeder to release a healthy 310lb ft.
Underpinning the Alpine is a light and strong aluminium structure, while the same material is used for the body panels, all of which helps the Alpine tip the scales at 1103kg in base form. Weight distribution is, according to Alpine, 44 per cent to the front and 56 per cent to the rear, while weightsaving has even extended to the rear calipers including an integrated handbrake unit. The car’s pure ethos is also reflected in its suspension, which features unequal-length wishbones front and rear, coil springs and passive dampers – Alpine’s engineers wanted to avoid complexity and so adaptive items were dismissed.
Given its low mass, it’s no surprise to find that the A110 is a quick little car, with the 0-62mph sprint taking a claimed 4.5sec, four-tenths quicker than a base Cayman when fitted with a PDK transmission. When we tested the car we managed a best of 4.6sec to 60mph, which is a strong result given that all our assessments are run two up and with a full tank of fuel. Yet it’s the A110’s elastic mid-range acceleration that really impresses, the combination of almost lag-free turbo torque and relatively short gearing helping the Alpine set a scorching in-gear pace.
The GTS’s considerable bump in power takes these figures to 4.2sec for the 0-62mph time and a raised top speed of 170mph. It's a shame that the A110 R doesn't have any extra power than the S to compliment its more capable chassis, but its slightly trimmer kerb weight of 1082kg and stickier Cup 2 tyres cut its 0-62mph time down to 3.9sec. It's faster than the S flat out, too, with its more efficient aero raising the top speed to 177mph. The Ultime is quicker still with a 3.8sec 0-62mph sprint, with an unchanged top speed.
The GTS derives its sportier chassis tune from the A110 S, and gets 18-inch ‘GT Race’ wheels wrapped in Michelin Cup 2 tyres as an option. An A110 R-style aero kit is available too. The full-fat R, meanwhile, gets track-oriented suspension with ZF dampers that feature 20 clicks of combined bump/rebound adjustment. The R also features Eibach springs which are 10 per cent stiffer and new bump stops, along with stiffer anti-roll bars. The setup sits 10mm lower than that of the A110 S, but can be dropped by an additional 10mm for the track. The changes combine with a lower 1082kg kerb weight, more powerful aero and sticky Cup 2 tyres to make the R more capable on track.
But not as capable as the A110 Ultime. This is Alpine’s answer to the Porsche Cayman GT4 RS, with a more extreme carbon aero pack than the R that increases downforce by 160kg at 177mph. The dampers are adjustable Ohlins units, with AP Racing brakes replacing the R’s Brembos and 18- and 19-inch front and rear forged alloys coming as standard.
Driver’s note
‘The A110 has always felt different to everything else, for all the right reasons. It’s hard to think of another modern sports car that’s so delicate across the ground and so pure in its engineering. It feels more like an old Lotus than an Emira does.’ – Yousuf Ashraf, evo senior staff writer, who test the Alpine A110 on the road in the UK.
Performance, ride and handling
That classic set-up of double unequal-length wishbones at each corner and a lightweight aluminium body and frame means the A110 has all the credentials to deliver ride and handling greatness. But even so, the way in which it flows across the ground, ‘breathing’ with the road like only the best cars from Lotus did all those years ago, still comes as a very pleasant surprise. Its minimal mass and soft suspension give a wonderful three-dimensional feel – you can hustle it, but it prefers to be caressed along, taking the line of least resistance. The Alpine manages the unique trick of both floating just above the surface and being intimately keyed into it at the same time.
The steering is light, delicate and accurate, but delivers genuine feel through the rim once you put load into the tyres. You can place the A110 to the nearest millimetre through most bends and have total faith in the front end because the turn-in response is so crisp, without being hyper-reactive. The lightness of the steering is initially a bit of a shock, given weighty set-ups are all the rage in performance cars right now, but the way it wriggles in your hands, gently following the contours of the road, is a refreshing characteristic.
The trade-off is that once you’ve gained confidence to muscle the A110 through corners at speed, the body control starts to unwind – it’s still biddable and fun, but less nailed-on precise than a Cayman, with an unsettling corkscrewing motion through undulations at speed. Stiffer versions like the S take a slightly different route, adding more weight and precision to the steering, whilst reducing body roll for calmer high-speed direction changes. While not exactly worse to drive, the S somehow feels a little more generic, like the A110’s unique driving appeal is diluted.
If the Alpine’s power figures sound a little bit feeble, it’s worth remembering the relative lack of mass they have to motivate – these are surprisingly rapid little cars, and show off some pretty impressive numbers on their digital driver’s displays. Despite its humble origins the engine has plenty of character too, responding crisply and quickly to the throttle, its rasping exhaust note egging you on. Ramping up the driver modes (there’s Normal, Sport and Track) adds some extra fruitiness to the soundtrack, with the pops and crackles on the overrun being particularly entertaining and the overall sound a mix of rasping induction noise and growling exhaust.
The seven-speed gearbox is a willing and capable sidekick, although it’s not quite as impressive as the engine itself. There’s nothing intrinsically wrong with it (it shifts swiftly and smoothly enough), it’s simply that the twin-clutch unit isn’t as incisive as you’d want in a sports car. Quick getaways are achieved by slipping the clutches, while there’s a similar feeling on fast changes, giving the impression that performance is being fractionally sapped. Still, you get a nice blip on downchanges, while it’s relatively painless when left to its own devices. It’s responsive enough in Sport mode too, encouraging you to drive in this mode more often than not.
Despite being no quicker than the A110S, the harder, lower, bewinged A110 R is a different animal altogether, with a much higher level of track performance. Yet it still makes for a thrilling, tactile and surprisingly absorbent road car. Plotting a line from apex to apex, the R feels precise and darty like a kart, a just-right blend of power and grip. While you can’t use a surfeit of horsepower to manipulate the car like you can in a BMW M2, and the instant thrill of dramatic straight-line acceleration isn’t part of its repertoire, the A110 R is a deeply satisfying car to drive. There’s an almost meditative feeling to getting into a flow with it, and it rectifies the base car's lack of fine damping control.
Driver’s note
‘By tightening its focus and sharpening its dynamics Alpine has elevated the A110 on-road driving experience to a new level with the R.’ – Richard Meaden, evo contributor, who tested the Alpine A110 R on road and track at the launch.
MPG and running costs
Given its impressive performance potential the Alpine actually delivers surprising frugality, and that’s largely down to its lack of mass. According to its own claims the A110 emits just 150g/km of CO2 and will return 42.8mpg on the updated WLTP cycle. This is a figure that’s easily achievable when driving gently, even creeping up to 37mpg on a steady throttle, but drive the Alpine as it wants to be driven and the official figures are pretty much bang-on. Ironically, the hardcore A110 R could prove more efficient than an aero-equipped S, given that it's lighter and generates less drag.
Another benefit of the Alpine’s low weight is that it’ll be kinder to consumables, such as tyres and brakes, which is especially good news if you plan on taking your A110 on track. The 18-inch rubber on the standard car is a reasonable size, too. Of course, if you use the car on track you'll accelerate tyre and brake wear, but nowhere near to the extent of something heavier and more powerful. Just be sure to budget for pricier Michelin Cup 2 rubber (and potentially ruinous carbonfibre wheel kerb damage) if you have an A110 R...
With low wear rates comes cheaper servicing costs, with only routine fluid changes likely for most scheduled maintenance. And because most of the oily bits are shared with run-of-the-mill Renaults you can expect prices to be reasonable.
Interior and technology
Despite its relatively tiny dimensions the A110 doesn’t feel small or cramped inside. Previous Alpine MD Michael van der Sande is a towering 6-feet 7-inches tall and the car was designed to make sure even he fits in, so for anyone of remotely regular proportions there is plenty of room in which to operate. That said, the driving position is a little odd, with the steering wheel canted slightly like that of a bus, while the only way to adjust the seat height is with a set of spanners.
At least the cabin is neatly styled, even if it isn’t as eye-catching as the exterior. It takes a minimalist approach, with all the major controls grouped into the central infotainment screen, which features a new software system that’s better than before, if still a generation or two off the pace.
Ahead of the driver is a TFT dial pack that changes its visual theme dependent on whether you’ve selected Normal, Sport or Track modes – each can be accessed using a button on one of the steering wheel spokes.
Other driver aids include the Alpine Telematics function, which allows you to record and store lap times and performance data, plus it also delivers a number of real-time displays for parameters such as turbocharger pressure, various fluid temperatures and power and torque delivery.
Build quality is generally good, with some nice-looking and feeling materials used on the flagship S and GT models, including leather and Dinamica fabric. Some of the plastics give off a low-rent vibe, but they are used sparingly and often are hidden from your main line of sight. The A110 R has the same tech and cabin layout but a more extreme ambience thanks to one-piece carbonfibre Sabelt seats, harnesses and fabric door pulls.
While the cabin is roomy, there's not a great deal of luggage space in either of the small luggage compartments. The rear boot will just about hold a carry-on-sized bag, while the ‘frunk’ might be more suitable for soft luggage as it’s more of a tray than a compartment. There are at least some extra storage bins in the cabin, notably one on the bulkhead between the seats that’s big enough for 500ml bottles and the like. The R is slightly more frustrating to use every day thanks to its blanked-off rear window, but it's still usable for more committed owners.
Price, rivals and buying options
A110 prices have gently been rising over the years, but not quite to the extent of its rivals, making it look like something of a low-key bargain. The base model starts at £55,160 – not bad considering the amount of bespoke engineering that’s gone into the project. The more powerful Porsche 718 Cayman is a little cheaper at £53,800, but throw in a PDK transmission and it's the more expensive car.
Prices quickly rise from there, with the A110 GTS starting from £69,890, putting it between the Cayman S and flat-six GTS 4.0, and well below the cheapest Lotus Emira, which costs £79,500. Then there's the A110 R, which thanks to its extensive use of carbonfibre, adjustable suspension hardware and extreme aero costs an eye-watering £106,490. At present it’s only offered as the A110 R 70 special edition.
That's a huge sum, especially when you consider that the R offers the same 296bhp as the A110 GTS. The Ultime takes pricing to another level at around £180,000 (an exact figure is yet to be confirmed), but does come with extensive modifications, including a power bump, chassis upgrades and a new gearbox.
The brilliant 718 Cayman is an obvious rival to the Alpine, but the BMW M2 also presents a stern test. It's less cosseting but more muscular, and the M2 offers the supreme precision and indulgent chassis balance we love in the M3 and M4, only with stubbier dimensions and more agility.. While we’re here, hot hatchback options such as the Audi RS3, Mercedes-AMG A45 S and the brilliant FL5-generation Honda Civic Type R also float around the A110’s entry price.
The Alpine is by no means poorly equipped for its outlay. One shouldn’t sniff at a low-volume, specially developed aluminium chassis with double wishbones at each corner for a start, but the company does understand that under-the-skin stuff only goes so far. Even in basic form trim you get LED headlights and tail lamps, 18-inch alloy wheels, lightweight (and gorgeous) Sabelt one-piece bucket seats, selectable driving modes and a 7-inch touchscreen infotainment set-up.
