Alpine A 110 jest prawdziwym dziełem sztuki, łączącym piękny projekt nadwozia projektu Giovanni’ego Michelotti z doskonałymi osiagami. Zaprezentowane po raz pierwszy w 1962 roku na Paris Auto Show, wyposażone w rurową ramę szkieletową, nadwozie z włókna szklanego, zawieszenie przednie z podwójnymi wahaczami i umieszczony za tylną osią silnik, stało się jednym z najlepszych samochodów rajdowych świata. Okaz wystawiony na sprzedaż jest tego najlepszym dowodem. Prezentowane na aukcji Alpine A 110 pochodzi z fabrycznego teamu rajdowego i ma na swoim koncie między innymi takie sukcesy, jak zwycięstwo w Rajdzie Portugalii i drugie miejsce w Rajdzie Monte Carlo w 1973 roku. Aktywna kariera samochodu trwała do 1976 roku, późniejsze losy samochodu nie były tak bujne. W latach dwutysięcznych samochód został w pełni odrestaurowany, powracając w ostatnich latach do sportowej rywalizacji, już jako auto historyczne. Co ciekawe, ten fenomenalny egzemplarz dom aukcyjny Artcurial oferował bez ceny minimalnej. Cena jednak nie mogła być niska, uzyskano 310 tysięcy euro (ok. 1,3 mln złotych).
1973 Alpine A 110 1800 Gp4 Usine
Estimation 300,000 – 500,000 €
Location: Salon Rétromobile Hall 2.1 Paris Expo – Porte de Versailles 75015 Paris
Date: 08 feb. 2019 14:00
Auctioneer: Hervé Poulain
1973 Alpine A 110 1800 Gp4 Usine
18290 : Etat des participations
Dates Epreuves N° Equipages Résultats
19-26/01/1973 Rallye de Monte Carlo N°15 Andersson/Todt 2eme
13-18/03/1973 Rallye du Portugal N°5 Thérier/Jaubert 1er
14-22/9/1973 Tour de France Auto N°95 Marquet/Paoletti Abandon
31/3/1974 Ronde de Touraine Marquet 8eme groupe
27-28/4/1974 Ronde des Vosges Marquet 15eme
5-6/04/1975 Critérium de Touraine N°3 Marquet/Ségolen 20eme
3-4/05/1975 Ronde de l’Armor N°8 Marquet/Gadal 3eme
24-25/05/1975 Rallye du Mont Blanc Marquet/Gadal 10eme
7-8/06/1975 Ronde Cévenole N°54 Marquet/Ségolen Abandon
22-23/11/1975 Critérium des Cévennes Marquet Abandon
14-17/01/1976 Rallye de Monte Carlo N°40 Marquet Abandon
9/05/1976 Ronde Limousine Marquet 14eme
Chassis number 18290
– Works car, driven to victory by J-L Thérier during the 1973 season
– 1st in the 1973 Portugal Rally, 2nd in the 1973 Monte Carlo Rally
– Unquestionable authenticity; one of the most desirable works cars
– Perfect preparation by the Ecurie Signatech
– A masterpiece among French competition cars
– No reserve
The works cars represent the ultimate Alpine berlinettes. Among them, the 1973 1800 Group 4 models are the most sought after, and the handful of cars which won an event are the rarest (with seven victories in 1973). That is exactly the case for the berlinette presented here. This ex-works 1800 berlinette is one of the 17 cars entered by Jean Rédélé and Jacques Cheinisse during 1973 in the first World Rally Championship. The championship was won by the Dieppe-based manufacturer, which has been reborn today.
With the chassis number 18290, it began its career at the start of the season with the famous Monte Carlo Rally which opened the new championship and in which it finished second. For the event in Monaco, the competition department had prepared five brand-new cars, which were first registered on 8 January, just eleven days before the rally:
– 8691 HG 76, chassis number 18290 (Ove Andersson/Jean Todt)
– 8692 HG 76, chassis number 18291 (Bernard Darniche/Alain Mahé)
– 8693 HG 76, chassis number 18270 (Jean Claude Andruet/Biche)
– 8694 HG 76, chassis number 18292 (Jean Pierre Nicolas/Michel Vial)
– 8695 HG 76, chassis number 18271 (Jean Luc Thérier/M. Callewaert)
Chassis number 18290 was thus assigned to the Swedish driver Ove Andersson, who had won the 1971 Monte Carlo Rally with an Alpine, with the current president of the FIA, Jean Todt, as his co-driver. Andersson – who was especially fond of the berlinette and considered it his favourite competition car right up to his accidental death – intended to repeat his performance in 1973.
Thanks to his consistent results, the former Blue Beret in Suez finished the rally second, just 1’44” behind Andruet, who had a magnificent drive. He nonetheless suffered some fuel supply problems at Saint-Jean-en-Royans/La Cime du Mas in the Vercors. Anything was possible, even though Andruet was in perfect mental and physical condition. On the Col de la Madone, the first special stage in the supplementary section, the Swedish driver posted a remarkable scratch time, beating the record for the rally. He drew closer to the leader. On the second run over the Col de Turini, when Andruet had a puncture, he was unable to strike a final blow as he was slowed down by the wrong choice of studded tyres. He nonetheless claimed first place. But there was a fresh twist on the Col de la Couillole, when Andersson ran off the road and punctured two tyres. He was now only 10 seconds ahead of J-P Nicolas. The result of the rally would hinge on the final special stage, on the Col de la Madone. The Swedish driver posted the same time to within a second as on his first run, but he was beaten by Andruet, who was in a state of grace and posted a memorable time. Andersson and Todt finished this Monte Carlo Rally in second place.
Six weeks later, the berlinette was entered in the third round of the championship, the Portugal Rally, named the TAP Rally after its sponsor. Jean-Luc Thérier drove it, assisted by the journalist Jacques Jaubert, who has since passed away and who was the author of a remarkable book on the great driver from Neufchâtel-en-Bray (Le temps des copains, 20 ans de Rallye). 18290 was given additional protection at the front and Thérier kept his 1800 Mignotet engine from Monaco. Nicolas retained his car from the Monte Carlo Rally (18292), while Darniche had Piot’s former car (18009).
The Portugal Rally was very well organised, with the start in 11 cities spread across Europe and a concentration run bringing the cars to Coimbra. The main common section of the rally was broken into four legs, covering a distance of 2800 km and including 32 special stages. Alpine’s main competitors were the winner from the previous year, Warmbold, in a BMW 2002, the three Fiat 124 Spiders driven by Paganelli, Pinto and Waldegaard, and not forgetting the Citroën DS 23s of the local driver Romaozinho and the Austrian competitor Bochnicek.
While Darniche, at the height of his powers, immediately took the lead, Thérier hung on close behind him, giving away only 8″ after the second leg. He also posted a remarkable scratch time on the famous Boa Viagem stage, captured for posterity in the photos of the Alpines jumping off the ground which have been seen all over the world. For the record, Thérier – who hardly did any reconnaissance runs – used Nicolas’ notes. On the third leg, suffering from brake problems and a radio link failure, the crew in 18290 fell behind Darniche, who was as dominant as ever. They were virtually 2 minutes behind the leader, while Warmbold was threatening in third place. On the 32 km Notre-Dame-de-Grâce special stage, there was a bombshell when Darniche had to retire with gearbox failure, as did Warmbold with multiple mechanical problems. Thérier then took the lead and posted the best time in five of the eight final stages. At the finish, a slalom test (which did not count towards the results) was held at the circuit at Estoril: the packed grandstands gave a tremendous ovation to the two Alpines driven by Nicolas and Thérier. By delivering a second victory in this new world championship, Thérier brought Alpine an additional 20 points, taking the French make’s tally to 52.
18290 returned home from Portugal by train on 16 April. After being serviced, it was sold by the competition department on 3 July to Jacques Marquet, a driver from Paris, and fitted with a 1600 engine prepared by Dudot. The father of the V10 which won several F1 world championships, had – like many others – begun his career with the cars from Dieppe! He was also the originator of turbocharged engines at Renault, remembered for the tremendous victory of a turbocharged berlinette in the 1972 Critérium des Cévennes. Marquet was part of the Procor team (along with Thierry Sabine). He entered his car first in the Tour de France Auto and then in national and international rallies in the 1974, 1975 and 1976 seasons. The Monte Carlo Rally was part of his programme for 1976, but this time he had to retire.
The car’s whereabouts then became less clear for fifteen years… The driver went through a messy divorce and the berlinette was registered in his wife’s name. 18290 turned up again at the end of the 1980s and spent the 1990s in the hands of several well-known collectors; the registration papers went missing but the original identification plates remained on the car. It was then restored by the Ollier brothers, the leading Alpine restoration specialists at Carqueiranne in the Var, on behalf of Marc Alexander, who then sold the car in Japan. It remained there for several years until Erik Comas, the former F1 driver who had established a team of berlinettes at Romans in the Drôme, found it, strictly in the same condition as when it had been owned by Marc Alexander. One fine day, and despite a time difference of 8 hours, after putting the car on a lift, he called us in order to confirm its authenticity. The items found on the car made it possible to confirm that it was Andersson and Thérier’s car. Erik Comas – who speaks Japanese fluently – purchased it and brought it back to France at the start of the 2000s. The discovery of the “secret number” engraved on the chassis, which we saw again in Comas’ workshops, provided 100% confirmation of the car’s origin. It was then recommissioned, registered and restored with a view to competing in regularity rallies, which it did as part of the Comas team.
18290 was acquired in 2004 by Gilles Gibier, a historic motorsport enthusiast, who entered it in several VHC and regularity events. As he wished to preserve as far as possible the original parts of the car, he decided to build a second car using a new bodyshell from the well-known specialist Périgord Moulages. This was the car which went on to appear in VHC events such as the Remparts d’Angoulême in 2009. The body previously fitted and the original chassis for 18290 were unused and carefully stored away. In 2011, Gibier decided to rebuild 18290 with the original chassis and a new bodyshell from the renowned specialist Périgord Moulages in order to protect the original body from accident damage. The original body, which has been carefully preserved, will, of course, be supplied to the buyer of this glorious berlinette … 18290 was entirely restored using this new body on the original chassis in order to be homologated by the FIA as a historic competition vehicle (VHC), with significant changes made to the roll cage, cooling system etc. in relation to its original competition specification from 1973.
This 1800 Group 4 was sold in 2016 to its current French owner, Didier Calmels, co-founder at the period of the LARROUSSE-CALMELS Fomula 1 team, and partner in the team Signatech where the car has been carefully prepared and serviced. It should be remembered that this well-known company has held the exclusive rights to enter Alpine in competition since 2012, as part of the marque’s revival: FIA WE, Europa Cup, A110 GT4, Le Mans 24 Hours… with the incredible results that we have seen.
The improvements made by the Signatech team were as follows:
– Fitment of a new Sadev Type 364 Monte Carlo gearbox worth 15,000 €
– Fitment of seats and racing harnesses homologated by the FIA
– Refurbishment of the running gear and wiring loom
– Installation of a Terratrip 2 tripmaster.
Thus equipped, it was successfully entered in several historic events, including the Tour Auto and Tour de Corse in 2017 and 2018, but also the Giraglia, Mont Blanc, Côte Fleurie and Montagne Noire rallies. In the ten events in which it was entered it only had to retire once, on the Côte Fleurie rally, proof of how well the car has been prepared.
18290 will be supplied with the following items:
– The original 1973 ex-works body
– A period 364 Monte Carlo gearbox (a large ‘box with a special works-specification reinforced gearset)
– The original radiator with its mounting (these parts were replaced by a large radiator for historic motorsport) and various parts
– A further set of Gotti 073R wheels.
The five cars entered by the factory in the 1973 Monte Carlo Rally all still exist. Only 18292 (owned by the author) and 18271 are still fitted with their original chassis and bodies. 18290 and 18291 have been rebuilt with a new bodyshell from Périgord Moulages on the original chassis, and in both cases the original bodies have been preserved and kept with the cars. 18270 (the car driven by Andruet, the winner) has a special story, as a “duplicate” exists: at the end of the 1973 Acropolis Rally it was sold to a Greek driver and still exists in that country with local registration papers, but another car with the same chassis number is also in existence in France.
This is a unique opportunity to buy the most iconic French sports car after the Bugatti 35: an Alpine A110 in works 1800 form, which won a round in the first-ever World Rally Championship and took part in the most prestigious event in it, the Monte Carlo Rally, where it took second place. Of the five works berlinettes entered in the rally, it is the only one to be offered for sale for years, if not decades, to come, the other owners all being diehard enthusiasts who are very attached to their ex-works cars. The Portugal Rally was, moreover, won by one of the most talented drivers of his generation, Jean-Luc Thérier, who would have been crowned World Champion in 1973, had the title existed! As the icing on the cake, the trophy which Thérier won in Portugal will be included with this Group 4 1800!
Estimation 300 000 – 500 000 €