Alpine GTA/A610: PH Used Buying Guide
Find out what you need to know when pondering Renault's stylish alternative to a Porsche 911
After all, there is much of note about the oft-overlooked Renault. The svelte rear-drive coupe made extensive use of fibreglass and plastic panels and was underpinned by a steel backbone-type chassis. It also benefitted from a low-drag design and reputedly tipped the scales at a mere 1,140kg in base form.
The GTA arrived in 1984 in 'V6 GT' specification, which featured a naturally aspirated and carburetted 2.8-litre V6. The fuel-injected 'V6 Turbo' version followed in 1985, packing a 2.5-litre turbocharged V6 - which aided it in dispatching the 0-62mph sprint in 7.0sec. Both were well received, with Autocar describing the V6 Turbo as 'a very strong contender' and 'a real driver's machine'.
Buying an Alpine, however, is not a decision to be made lightly. Parts are increasingly hard to source or simply not available, and - while intricately and neatly engineered - they can be extremely difficult to work on.
Consequently, while a £4,000 project car may appear tempting, it could easily cost you the same again to bring it up to a sensible standard. Instead, aim to spend upwards of £8,000 on a good example. Turbos typically command a premium of a few thousand but you'll pay in excess of £30,000 for the later A610 due to its rarity.
Don't ignore the naturally aspirated GTs, though; while not as charming, tuneful or powerful, they are more reliable, less complicated and cheaper to run. In any case, a well-sorted example will be a distinctive and gratifying car to own and drive.
While this buying guide focuses predominately on the GTA, most of the following also applies to the A610 - which, while different, suffers from many of the same issues.
Search for Alpine GTAs & A610s here
Bodywork and interior
The Renault's exterior panels are durable but its steel underpinnings are prone to corrosion - and, often being hidden, difficult to inspect or repair properly. Key points to check for damage are the rear turrets, the exposed sections on the underside of the sills and the visible elements behind the front bumper. These will help give you an idea as to the general state of the chassis.
Exterior trim and components are hard to find. Consequently, reviving a tired example will require considerable time and money. Anyone considering a full respray, for example, will want to bear in mind that many exterior seals are no longer available.
The glass headlight covers are prone to delamination and damage. Replacements are available, as are Plexiglass alternatives, but either will cost around £300 a set. The bespoke tail lights are much harder to come by but were used by other manufacturers, including Lotus - so broadening your search may help. We wouldn't recommend approaching Cizeta V16T owners about the rear lights, though, as they'll likely charge somewhat of a premium.
The Renault's interior is relatively durable, given a modicum of care. Just beware of broken plastic trims or duff switchgear, again due to the difficulty in sourcing replacements.
Connecting pins for the heated rear screen's element can break and require repair. The circuit is completed by a connection made through the gas struts, however - so if they have need replacing you will need to source or refurbish the right unit for the screen to function.
Engine and transmission
The PRV engine used in all iterations is a durable and reliable powerplant. That said, in turbocharged form, it is inherently more complicated and consequently prone to more problems. In all instances, check the condition of the coolant and oil carefully for any signs of head gasket issues. Some tappet noise is not uncommon but can usually be adjusted out.
OEM water pumps for V6 Turbos are costly and extremely rare; alternative PRV water pumps can be used but will require modifications to suit the Alpine's temperature sender.
Good maintenance of the cooling system is essential. The coolant pipes that run from front to rear can clog with debris, or rust through and leak. Stainless replacements are available for around £300 but replacing them requires removal of the engine.
Intermittent electrical issues can prove troublesome. The harness's thin-gauge wiring and its insulation gets brittle with age, resulting in shorts that can be frustrating and hard to trace. Aftermarket ignition components can also fall below the required standards, causing problems.
The UN1 transaxle used in the Alpine shouldn't prove problematic but if a rebuild is required then have it carried out by an experienced specialist. Oil leaks from the output shafts are not uncommon, though, but easily fixed. It is important that the roll pin that links the CV to the output shaft is sealed in, though, otherwise the leak will simply continue.
Engine upgrades are available but significant hikes in output will require care and expense to be effective.
Suspension and steering
Unsurprisingly, many of the bushes and joints required for the Alpine's suspension are difficult to source - or command a substantial premium. Specialists like Simon Automobiltechnik in Germany are among your best bet for more obscure components.
Those seeking handling improvements can opt for a Gaz adjustable coilover kit, which is available for £595 from UK-based Alpine Renault Tuning.
Wheels, tyres and brakes
Most braking components for the Alpine are still available; a set of front discs, for example, can be ordered online. Rear calipers, however, are rare but can be refurbished.
The brakes are prone to seizing, so regular exercise - and leaving the handbrake off during extended periods of parking - is recommended.
Rear tyres, in particular, can be hard to find in the correct dimensions. In any instance, it's worth investing in the best available due to the car's capabilities and configuration.
Search for Alpine GTAs & A610s here
SPECIFICATION - RENAULT ALPINE GTA GT V6/V6 TURBO/A610
Engine: 2,849/2,458/2,963-2,975cc V6
Transmission: 5-speed manual
Power (hp): 160/200/250@5,750rpm
Torque (lb ft): 163/210/258@3,500/2,500/2,900rpm
MPG: 28/29/25
CO2: N/A
Price new: £19,040/£23,635/£29,995
Price now: £4000 upwards
I know of a chap who got one after a 911 back in about 91, he claimed an instant doubling of people who let him out of junctions and a 10 fold increase of nose prints on the outside of the windows.
Awesome things. One day...
Mechanically mine was fine. Did 100k in it back in the day.
With an induction kit and a bit more boost it sounded and went very well.
It's electrical gremlins and rust to the chassis that will catch you out. Petrol tanks also perish.
My friend had a 348 when I had mine. Great cars, great drives out, great times. And everyone always seemed to want to know about the Renault. Which was nice.
Okay, so it was a lot longer than the Twingo, haha. The GTA was my dad's; I was considering buying it but, upon looking at the link I sent him, he hit 'buy it now' and landed it instead.
My outstanding memory, besides the noise and gremlins, was of it pulling away from my old TT quattro Sport 240. Okay, so the Audi was hardly the last word in performance – but I thought it would stand a fair chance, given its modernity and output. From low speeds the GTA just casually strolled away from it instead, even with the 1.8T giving absolutely everything it had, and across country it was similarly difficult to keep up with. Fab piece of machinery.
How many other cars from the mid 80s still look this fresh?
The biggest challenge i suspect will be finding one.
The only criticism I had of them was the rather naff sounding name "Renault GTA" - they couldn't at the time call it an Alpine because the rights were owned by Peugeot (Talbot) in the UK.
G400XBX. A terrific car - when it worked.
After months of problems and a new engine, Renault bought the car back for what I paid for it.
That was it or so I thought. Then years later the car popped up directly in front of me in a queue to get into a PH Sunday Service.
I could not be more excited. I approached the owner and offered to buy the car there and then. Even though it was in a pretty rough state.
He declined my offer, only to contact me a year later with a view to sell. But, by then the moment had passed and sanity had returned.
A fun car with terrible flaws.
Sadly the next owner spun it off a roundabout and wrote it off after just a few months ownership...
An A610 in yellow has been one of my dream cars for the past 25 years - unlikely to come to fruition sadly!
The irony of it is that in period Clarkson was a fan of them judging by his writing in Performance Car...
The fuel-injected 'V6 Turbo' version followed in 1985, packing a 2.5-litre turbocharged V6 - which aided it in dispatching the 0-62mph sprint in 7.5sec. Both were well received, with Autocar describing the V6 Turbo as 'a very strong contender' and 'a real driver's machine'.
Same Autocar road test (23.07.86) states 0-60mph in 6.3 seconds.
Interestingly the GTA Turbo was slightly more expensive than a Lotus Esprit Turbo. Not anymore!
Same Autocar road test (23.07.86) states 0-60mph in 6.3 seconds.
Interestingly the GTA Turbo was slightly more expensive than a Lotus Esprit Turbo. Not anymore!
The original technical specifications quote 7.0sec from 0-62mph – I just managed to confirm that from original dealer material, so Matt very kindly updated the story for me (and thank you for drawing my attention back to it; was working off the highest figure I'd previously seen to avoid disparity between other figures that might be quoted in the article).
During one CAR test, however, the supplied GTA returned a 0-62mph time of 7.51sec. Climate, condition or mechanical sympathy might have played a part there, though.
One of these or a Lotus Esprit Turbo? Hmm... I think the Renault's six cylinders, rarity and oddball factor might seal the deal for me.
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