REVIEW: HEADLINER Alpine Renault A110 1800 #7 1973 Tour de Corse • DiecastSociety.com

REVIEW: HEADLINER Alpine Renault A110 1800 #7 1973 Tour de Corse

We weren’t done with the Kyosho HEADLINER models, another vintage rally racer up for review is the Alpine Renault A110 1800 #7 1973 Tour de Corse.  Again this model is scaled in 1:43, same as the Renault MAXI 5 Turbo we looked at last week.  I wish I could share some history on this car, but a simple Internet search revealed little.  Anyone want to provide a history lesson for us simple folk?  Please do so.

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There is much going on when viewing the exterior of the Alpine Renault A110.  Along with the many decals and add-on lights, the exterior features multiple colours and graphics that result in visual utopia.  Each element is crafted with care.  It is especially impressive how the team replicates all the fine details in 1:43 scale.  The chrome work requires an honourable mention, a solid effort throughout.  Their best work is the chrome trim around the windows.  Well done!

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Body lines on the Alpine Renault A110 are slick and all business.  The extended fender flares definitely compliment the lines.  This model is hand-made and produced in resin.  In typical fashion with sealed models shutlines are noticeably perfect and panel gaps are defined.

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The front of the model is the most attractive and aggressive area for sure.  The additional lights and long nose add to the aggressive nature.  Main headlights and surrounding lighting are crafted with care.   Definition and depth are evident in all.  Even covers were added to the lower beams.  HEADLINER also added the “APLINE” script in the lower centre portion in chrome.  So small, but yet so accurate!

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The back-end is again a mirror image of the front in terms of execution and materials.  Upper inlets are solid bits but there is added detail to define them.  Taillights are quality pieces along with the exposed muffler and tip.

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There is no motor to share or inner working of the suspension, though some undercarriage detail is present – exhaust and skid plate.  Very cool.

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The wheels on the Alpine Renault A110 are too executed well.  Rim and tire size are equal front and back, I’m not sure what is accurate for the period.  Shining my flashlight on the rims themselves I see no braking calipers, just rotors front and rear.

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Inside the bare minimum is found; remember we’re dealing with a rally racer not your typical street car.  Racing seats take front and centre, as with the Renault MAXI 5 Turbo I reviewed earlier the seat-belts here are not made with fabric.  Centre console, roll-cage, and fire extinguisher round out the interior.  All crafted with care and precision.

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The HEADLINER Alpine Renault A110 1800 #7 1973 Tour de Corse is with out a doubt a beautifully executed piece.  Attention to detail is present all over this model, and it should.  These pieces aren’t cheap and somewhat niche per say, the combination requires maximum effort.  Is the maximum effort reached here, maybe? I’ll let the photos speak for themselves.  Enjoy the pics!

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4 Responses to "REVIEW: HEADLINER Alpine Renault A110 1800 #7 1973 Tour de Corse"

  1. Mal Nicholls says:

    As might this about the car in general.

    https://en.wikipedia.org/wiki/Alpine_A110

  2. dugbonsai says:

    From the Rally Car Collection partswork magazine:

    When the first Manufacturers’ World Championship was created in 1973, Alpine, which had already achieved a great deal of success in international rallying, was the clear favourite to take the inaugural Title honours. With six victories in the Championship’s 13 rounds, the A110 was the class of the field and driven by many of the sport’s most successful drivers. A take-over by Renault for 1974 should have led to further glory for the lightweight sportscar, but instead it signalled the fall from grace of one of rallying’s most successful marques.

    The Alpine A110 made its competition debut in 1970, and was immediately pitched against the powerful Porsche 911, Lancia Fulvia and Ford Escort. The French machine’s modest, 1296 cc engine developed a meagre 85 bhp, but the light weight of the chassis – 700 kg (1,540 lbs) – meant that it was competitive from the word go. This was proved in the car’s debut event, the Monte Carlo Rally, when Frenchman Jean-Pierre Nicolas finished a close third behind the Porsches of Björn Waldegaard and Gérard Larrousse.

    Development of the Alpine was ongoing, meaning that by 1973 – the year in which the team won the Constructors’ Championship – engine capacity had risen to 1796 cc and power output to 175 bhp.

    The A110 took its first victory of 1970 in the Sanremo-Sèstrieres Rally with Jean-Luc Thérier at the wheel. Thérier repeated his winning form three months later in the Greek Acropolis Rally. The International Constructors’ Championship, the precursor of the Manufacturers’ World Championship, was won by Porsche, just two points ahead of Alpine.

    In the following year, the excellent qualities of the car and its drivers were highlighted by the fact that they won four of the eight events in the Championship. After Swede Ove Andersson took victory in the Monte Carlo Rally, the Sanremo-Sèstrieres Rally, the Coupe des Alpes and the Acropolis Rally, Alpine easily won the International Constructors’ Championship. It scored twice as many points as rivals Porsche to avenge its defeat the year before.

    In 1972, Alpine did not compete in the International Championship, but concentrated instead on French events, in which Thérier took numerous victories.

    The following season marked the inauguration of the first Manufacturers’ World Championship and Alpine added Bernard Darniche, Jean-Claude Andruet and Jean-François Piot to its formidable roster of Jean-Pierre Nicolas and Ove Andersson. The blue A110s dominated the 13-round World Championship with six victories and a clear triumph over Fiat in the Title standings.

    At the end of 1973, Alpine was taken over by French giant Renault. The high-profile merger gave everyone involved the impression that the company would continue its run of WRC success. However, upheaval within the new company meant that many of the drivers left the team by 1974. That season’s results were not as good as in previous years and the car’s sudden loss of competitiveness was not helped by the appearance of the dominant, Ferrari-engined Lancia Stratos. In fact, Alpine failed to win a single event in 1974 – its best result was second in the Rally of Corsica, courtesy of Jean-Pierre Nicolas. The out-classed A110, which also filled third, fourth and fifth places with Jean-Luc Thérier, Jean-Pierre Manzagol and Gérard Larrousse respectively, could do nothing about Jean-Claude Andruet’s Stratos, the Italian machine finishing over three minutes ahead.

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