Description
Built 03 November 1978 (with certificate issued by Alpine Dieppe). Registered for the first time in Germany and subsequently imported into Italy in 1990. Still regularly registered. From 2012 to 2020 the car underwent a complete restoration and preparation to compete in car races. During the preparation, every component was disassembled and replaced or overhauled. When the restoration was completed in 2020, the engine only had a running-in of 300 km. The Calberson livery was chosen in honor of the victory of the French Rally Championship in 1977. The details follow in alphabetical order. At the end of the preparation he obtained the ACI SPORT HTP for road races, hill climbs and rallies. You will also find the complete story described in detail in the service published in November 2018 by Automobilismo d'Epoca of November 2018.
COCKPIT
5-point belts and sports seats were installed. The approval is
expired. There is also the support plate for the navigator's feet, the navigation light and moles
rear seats the battery is placed in an airtight container.
GEARBOX AND SELF-LOCKING
The 369 model 4-speed was disassembled and a UN1 to 5 gearbox was installed
gears (the same used by the Renault 5 turbo).
All gearbox and differential gears were made new by PRINA
GEARS: it is a close-fitting with self-locking (the ratios are those defined in
chips).
NB. Until mid-1979, the Alpine A310V6 chassis did not include the installation of the gearbox
A1. For this reason the UN1 gearbox does not physically fit into the Alpine A310 V6 chassis
of 1978. It was therefore necessary to modify the frame and study and build a linkage
ad hoc.
CAR BODY
The group 4 mudguard widening kit and the rear blind were installed for
allow free circulation of heat from the engine compartment.
The kit was purchased from Simon-Auto. de
Subsequently it was decided to color the car with the Calberson livery with which in 1977
Guy Frequelin won the French Rally Championship (also beating Darniche in a Stratos).
The red and black lines aren't stickers, they are layers of paint.
Small note of color: on the bodywork it is possible to notice the autographs of Darniche, Merzario
and Swiss Bean.
FUEL SYSTEM
The double fuel pump has been installed.
An inlet manifold was made to fit the 3 WEBER twin body carburettors
DCNF 42 (original WEBERs of the time, not the modern ones).
ELECTRICAL SYSTEM
The whole system is new. The relay and fuse box is visible within easy reach of the navigator.
The light switch is new.
EXTINGUISHING SYSTEM
An electronic fire extinguishing system was installed in the passenger compartment and in the engine compartment
fixed fire extinguisher mounted in the rear seats.
There is also a hand held fire extinguisher in the passenger compartment.
BRAKING SYSTEM
Inside the cockpit, the original pedals have been removed.
A Formula type COMPBRAKE with double master cylinder was therefore installed.
All the brake hoses of the car have been replaced with braided hoses (completely, from
caliper pump).
The handbrake is not hydraulic because it is not included in the fiche.
Regarding the brake calipers, we initially mounted those of the Renault 5 Turbo
at the front and left his at the rear. Testing the car, however, we found ourselves better
with Cosworth brakes up front and therefore currently fitted with these.
HYDRAULIC SYSTEM
All the original hoses have been replaced with silicone hoses (engine and radiator connections).
The radiator has been replaced with an oversized aluminum one.
The passenger compartment heating system has been maintained.
EXHAUST SYSTEM
The exhaust manifolds are made of steel and have been covered with a thermal wrap.
The silencer is made of steel, not approved for road use.
MOTOR
The engine is the PRV of 2, 664 cc as required by law.
A new engine was purchased, never used.
It was opened, the piston liners were replaced, and mondial pistons were installed
machined by Paul Condrilles at the time, all the linkage (connecting rods, shaft, ..) was lightened.
The heads were replaced thanks to the fact that we found two heads machined by Paul
Condrilles at the time. Valves, springs, .. all set to turn up to about 7200 rpm.
The cams were made new according to the specifications required to have about 200hp
6000 rpm and a maximum torque of 240Nm just above 3700 rpm.
An electronic rev limiter was also fitted.
WHEEL HUBS - RIMS - TIRES
The car originally mounted the 3 bolts.
The form allows the use of 4 bolts (type Renault 5 Turbo).
For this reason, the 4 new wheel hubs were studied, designed and machined from solid
C45 steel with 4x98 connection.
The circles are decomposable
ROLLBAR (SAFETY CAGE)
The car has a roll cage made by SASSA ROLLBAR with FIA certification.
As detailed later in the FRAME section, the roll cage is anchored
to the subframe built under the passenger compartment and the rear domes.
SUSPENSION
EIBACH springs and SPAX shock absorbers were installed.
All tie rods have been revised and all powerflex are new.
CHASSIS
The frame has been fully sandblasted and powder coated.
The cathedrals have been rebuilt and reinforced.
At the base of the fiberglass cell, a subframe was created to support the rollbar
(so the safety cage does not rest on the fiberglass as is often the case on Alpines
A110, but rests on a dedicated metal structure). The complete frame weighs 135 kg.
SIDE GLASSES
The plexiglass windows with ventilation openings were made ad hoc.
Note the fact that they are not straight but curved so their realization was not
banal.
