London to Le Mans and back: a fitting farewell to Alpine’s awesome A110

In early July 2026, after circa 30,000 units built, the last petrol-powered Alpine A110 is set to sashay off its Dieppe production line. Debuted in 2017 at the Geneva Motor Show, the rear mid-engine, rear-wheel drive, lightweight and low-slung two-seater was an instant hit with critics, including this one. As I commented back then: ‘A delight in all departments. Design, performance, handling and overall feel-good factor are sky-high in this wonderfully pared-back but still high-quality sportscar.’

The car was also significant for resurrecting the long dormant Alpine brand – which traces its roots back to the early 1950s and a French garage owner in Dieppe called Jean Rédélé, who tinkered with Renaults to make them racier. With some of his greatest rally successes taking place in the French Alps, when Rédélé created his own brand in 1955, he named it ‘Alpine’ in recognition.

The A110 nameplate has serious history too. First produced as a similar two-seater sports car from 1963-1977, the original version has a wonderfully curvaceous body embedded with four round and distinctively arranged headlights created by the Italian car design master Giovanni Michelotti.

Owned by Renault since 1973 and merged with Renault Sport in 1976 with some motorsport success in Le Mans and elsewhere, the Alpine brand was mothballed in 1995 but slowly brought back to life via various concept cars in the early 2010s.

The modern A110 references the original’s form language and front face too, but in a suitably 21st-century way via Anthony Villain, Alpine’s current design director. Not a great deal has changed since the 249hp A110 launched nine years ago for just over £50,000, aside from an infotainment system upgrade and the addition of Apple CarPlay compatibility.

Some faster (and more expensive) editions were created – including the £75,840 300hp A110 GTS model driven to Le Mans for this article – but the basic formula remains the same. Keep the weight down – the basic 2018 A110 was just 1103kg, and the GTS is still only between 1119-1140kg depending on options (in a world where many cars regularly exceed two tonnes). Make it low, compact and agile – the A110 is 1252mm high and 4181mm long – and let a modest but fun 1.8-litre petrol unit do the rest.

As a test of that formula, taking the annual pilgrimage from the UK to the 24 Hours of Le Mans race seemed like a fine idea. It is a journey that has been undertaken for as long as the race has existed, starting back in 1923, due to the involvement of British racing teams such as Bentley and more.

London to Le Mans in an Alpine A110

Kicking off the 700-odd mile round trip from south London, it’s optimal to keep the A110 on regular roads without speed bumps – its sporty suspension will let you know about some asphalt imperfections – but where they cannot be avoided, it’s far from a deal-breaker, and not ‘crashy’ like some German rivals. The A110’s seats, although bucket-style racers, also have sufficient padding to keep its occupants in fine fettle for such a long drive.

But the proper fun starts when the roads clear, especially once through the Channel Tunnel and into France. The 300hp 1.8-litre petrol engine makes a cracking sound when clicking through the automatic gearbox via tall aluminium paddle-shifters, and 0-62mph in 4.2 seconds is easy. Press the orangey-red Sport button attached to the south-east edge of the steering-wheel hub and everything tightens up and becomes louder, which lots of the (mainly young and male) fans lining the route on the way to Le Mans liked a lot.

As soon as the A110 GTS popped out of the Le Shuttle car train in Calais, the unofficial Le Mans paparazzi were quick to photograph the little French motor alongside far more expensive and bigger-engined McLarens and Ferraris. This crowd response was repeated time and again along the route down to Le Mans, from kids at the side of the motorway or on top of bridges spanning it – videoing, photographing and urging you to just rev the perky engine further.

It should be noted that along the same route there were also French police pointing a different type of camera at the exotic automotive convoy, hoping to catch those straying over various variable speed limits. Which kept the mind focused on driving, at least.

Within those emotional bookends, the A110 GTS handles with an easy and controllable charm through twisty roads, and feels sublime accelerating up to top-end French motorway speeds and its 6300rpm max power.

It’s not a perfect car, though. Luggage space is limited to a little bit of storage room behind the seats, for a slim laptop case, and a tiny rear boot that will only house a soft weekender bag after a gentle downward shove. However, due to the A110’s rear mid-engined layout, there is also a shallower and wider luggage space at the front that might take a small aircraft carry-on bag or two.

Partly due to its keep-things-simple focus, the outgoing A110 only offers a small hole between the front seats behind your elbow to store a drink – and it’s not really cupholder-shaped – and the old-school USB slots alongside a phone jack underneath the floating centre console make charging modern mobile phones tricky. You’ll need a USB-C converter or a power bank for longer journeys.

Still, the A110 is a fine example of a small petrol sports car that does just what it should: turn heads, rev sweetly, propel you forward with confidence and aplomb and handle brilliantly – while putting a big smile on your face (and that of most people who see it). With only 40 or so left in UK dealers at the time of writing, plus a few more around the world, now could be a great time to invest.

It’s not the last A110, though. The next one, due in 2027, will be an all-electric two-seater coupé followed by a 2+2-seat version. With Villain involved in its design and Alpine’s engineers promising a still-low (if slightly higher) kerb weight, we’re hopefully confident the racing spirit of this car will not be lost.

Alpine has motorsport provenance in spades, both historically and now. Its A424 is competing in its final season of the World Endurance Championship – within which the 24 hours of Le Mans race is the most famous round – and its drivers performed decently in the mid-June race, finishing sixth and tenth in the Hypercar category.

Alpine is still involved in Formula 1 too, where it is currently underperforming but future-focusing its racing efforts, due to F1’s greater standing as the pinnacle of motorsport and the related larger (social) media attention. In the last few weeks Alpine announced that, from the 2027 season, its cars will race under a new name – ‘Gucci Racing Alpine Formula One Team’.

This headline sponsorship would suggest the world-famous Italian luxury fashion house finds Alpine as credible as those Le Mans fans lining the French auto routes. And the vehicle should look spectacular in Gucci’s iconic colours.

In an automotive world where so many historic brands have lost their way, Alpine seems like a great example of a marque with a compelling story past, present and future – and its management is spending time and resources to tell it convincingly.

Literally the last public interaction I had, while filling up the A110 at a random London petrol station before its collection by Alpine, was with a very regular elderly gentleman pulling in to pump up his car’s tyres and saying, unprompted, ‘What a beautiful car.’ He’s right. It is, in every sense.

Alpine-Cars.co.uk, @AlpineCars