1995 Alpine A610

The Alpine A610 was in production from 1991 until 1995. Styled in house by Yves Legal, it is a rear-engine, rear wheel drive coupe range seating two adults and two children.

Despite looking almost identical to the GTA which precedes it, the A610’s panelwork was all new – the only carry over cosmetics were the windows. Like the GTA – and all other Alpines – it was rear engined, with a steel backbone chassis. The A610 family were all turbocharged, and all shared a larger derivative of the PRV also found in the earlier car. Now expanded to three litres and 247bhp, 60 was achievable in under six seconds and it could top 160mph. Sold in the UK as the Renault A610, 67 right hand drive examples were built from a total run of 818. Right hand drive production ceased in 1994, but overall production would end the following year.

All A610s use the same basic 3.0 PRV V6, though it was decreased in displacement from 2975cc to 2963cc in March 1993 to satisfy Swiss taxation legislation. Shared with the Renault Safrane and the Citroen XM in naturally aspirated form, the PRV is well-served by specialists and spares are relatively easy to find. All use the Renault UN1 gearbox shared both with the 25 hatchback and the Lotus Esprit. A610s were made of 40 separate GRP mouldings, bonded together to create a light yet strong bodyshell. This was mounted to the backbone in a similar manner to the aforementioned Lotus.

Albertville 92 and Magny-Cours special editions were produced in small numbers – the former, just two were produced. These cars were finished in unique Gardenia White, and built to chauffeur VIPs for the 1991 Olympic Games alongside a full range of Renault-AMC vehicles. 31 Magny-Cours cars were built in 1991 too – to celebrate the Williams Renault Formula 1 victory in the French Grand Prix at the track of the same name. All had body coloured wheels, Magny-Cours legends on the doors, unique interior trim and unique turquoise paint.

Comfortable and compliant, the A610 can lull the driver into a sense of security with outstanding levels of grip. Push too hard and the flaws of a rear engined layout can become visible – the weight can act like a pendulum if you’re hard on the throttle and brakes, so a progressive style is needed to get the most from it. When not pushing hard it’s a docile GT car, perfect for regular use. There’s plenty of space and equipment too, though luggage capacity is not the best.

Interior plastics can crack, and given the scarcity of RHD components it’s wise to check things such as the dash moulding for damage. Switchgear can be found, as most of it is shared with other Renaults. Mechanically, it’s much like the GTA – head gaskets can fail but don’t frequently, camshafts can wear on high milers, but the biggest worry will be if you see white smoke from the exhaust – new turbo time. Brakes can seize on or off, so be careful checking a car that’s spent any length of time standing. Most service and rebuild components should still be available.

Just 67 right hand drive cars were built, making them rare even by A610 standards and thus they command a premium on the UK market. While you can’t be too picky with the colour and spec of these, it’s true that strong colours typically sell better and are worth hunting down for left hand drive examples. Special editions also command premiums by dint of their rarity.

The most sensible alternative would be a Porsche 911, which shared the Alpine’s rear engined layout and six cylinder engine, but in a more universally recognised package. Those seeking a Gallic supercar could do worse than consider the mid engined MVS Venturi, which shares the Alpine’s Renault engine. The Porsche 968 Sport or Clubsport would make interesting rivals – the latter perhaps more sporting, but the former an excellent GT.