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58-549: A610 may refer to: Renault Alpine GTA/A610 , an automobile produced by the Renault-owned French manufacturer Alpine A610 road (England) , a road connecting Nottingham and Ambergate Quebec Autoroute 610 , a short spur road located in Sherbrooke, Quebec Powershot a610 , a Canon digital camera FinePix A610 , a Fuji digital camera [REDACTED] Topics referred to by

116-519: A 0–97 km/h (0–60 mph) time of 6.3 seconds and a top speed of 240 km/h (149 mph) as tested by Autocar. Sales of the naturally aspirated model were always sluggish, but with the more powerful turbo, things picked up considerably. At the 1986 Birmingham Show , the right-hand-drive version was presented and UK sales, as the Renault GTA, commenced. In early 1987 a catalyzed version appeared, with fifteen fewer horsepower. This meant that

174-410: A C d of 0.28, and at its launch, the 25 was easily the best in its class for fuel economy. All Renault 25 models were front-wheel drive , with four-cylinder (2 and 2.2 L petrol injection or 2.1 L diesel) and six-cylinder (2849 cc and 2458 cc turbo injection) engines mounted longitudinally forward of the front axle. The 25's performance was above average for its class, at least in

232-417: A German tuner. The fenders are widened, and the front turn signals migrate from the fender tips to the bumper. The fenders and front mask are formed in one piece and rocker panels are added. It has specific ACT wheels " BBS style" with a false central nut. Only three colors are offered: Alpine Blue (No. 488), Imperial Red (No. 570) and Beetle Green (No. 592). This body kit will give the outline of its successor,

290-554: A limited budget at the beginning of the project, its appearance does not differ much from the GTA, and it looks quite similar to the USA GTA with its pop-up headlights. Nonetheless, it is a completely different car, sharing only the windows with the GTA. The basic concepts of all Alpine cars are there (e.g. the rear engine , and the steel backbone chassis that all Alpines since the A110 have had). The car

348-553: A limited edition of 100 cars, also featured a special dark red metallic paintjob, polished aluminium wheels, and a large silver-gray triangular stripe with the Alpine "A" across the left side of the front. In February 1990 the limited edition Le Mans arrived, this car had a more aggressive body kit with polyester wheel arch extensions and a one piece front with smaller headlights. Wheels were 3 piece BBS style produced by ACT, 8x16" front & 10x17" rear. Many of these changes were adopted for

406-640: A mere 80 cars were built. In Jeremy Clarkson's 2007 direct to DVD film Supercar Showdown , the production infamously destroyed a particularly rare right-hand-drive example of the A610, by driving it into a concrete K-rail. 7.3 L/100 km (39 mpg ‑imp ; 32 mpg ‑US ) 9.2 L/100 km (31 mpg ‑imp ; 26 mpg ‑US ) 14.7 L/100 km (19.2 mpg ‑imp ; 16.0 mpg ‑US ) [REDACTED] Media related to Renault Alpine A610/GTA at Wikimedia Commons Renault 25 The Renault 25

464-580: A particularly luxurious finish was made available on the V6 Injection: Baccara (from the [Baccarat (game)|card game] popularized in the film series "007"), available with Amber leather seats only. From April 1990 (phase 3), with the appearance of the Euro 1 anti-pollution standard requiring a catalytic converter , this finish was added to the V6 Turbo versions which will also have new electronic management of

522-449: A re-focus on the Alpine name. The Renault logo was gone from the car, with an alpine logo up front and a large "Alpine" print appearing between the taillights. However, as the name 'Alpine' could not be used in the UK the name Alpine was removed from cars destined for the UK; there was no large print at the back of these cars and a UK specific logo was fitted to the front of the car. The Mille Miles,

580-604: A result, most 25s remaining are the five-speed manual and few automatics have survived. Three automatic transmissions were used on R25: MJ3, 4141, both three-speed, and a new four-speed AR4, later used on the Renault Safrane as AD4/AD8. Due to the poor quality and design of the ATF cooler, especially on the later AR4, these versions have gained a poor reputation for reliability. A leaking ATF cooler could lead to gearbox failure with little or no physical warning, except for ATF stains beneath

638-575: A single-make racing championship, and 69 cars were built (54 in 1985 and 15 more in 1987). The Alpine V6 Turbo model (D 501) was introduced in September 1985. With a larger rear spoiler grille to improve cooling. The C x increases from 0.28 to 0.30. Like the Renault 25 V6 Turbo, the GTA uses the 2458 cc V6 PRV turbocharged engine producing 200 PS (147 kW; 197 hp) at 5750 rpm and 290 N⋅m (214 lb⋅ft) of torque at 2500 rpm. This gave it

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696-491: A small number of run-out post-facelift cars fitted with the 2.2i engine, mainly to use up stocks. Power increased marginally and these were rated at 126 PS (93 kW). The 2.2 engine was removed from French listings in 1990 but production continued for certain export markets until production of the 25 ended in February 1992, to make way for the Renault Safrane . French market specifications: In October 1988, during phase 2,

754-552: Is an executive car produced by the French automaker Renault from 1983 to 1992. The 25 was Renault's flagship , the most expensive, prestigious, and largest vehicle in the company's line up. It placed second in the 1985 European Car of the Year rankings. In total, 780,976 were built from 1983 until 1992. All 25s were built in Sandouville , near Le Havre , France . Introduced at

812-688: Is different from Wikidata All article disambiguation pages All disambiguation pages Renault Alpine GTA The Grand Tourisme Alpine (or GTA ) is a sporty automobile model produced by the French manufacturer Alpine , launched in 1985. It is the successor to the Alpine A310 , and the first Alpine produced 100% by Renault . It was the first car launched by Alpine under Renault ownership (though Alpine had been affiliated with Renault for many years, with its earlier models using many Renault parts). Longer, wider, and taller, it effectively updated

870-415: Is imitation leather. A spoiler and "Baccara" light alloy rims (BBS spoke rims on V6 Turbo), as well as the "Baccara" monogram on the quarter pillars and the tailgate appear. The shades available are Arabica Brown, Tungsten Gray, Bordeaux Black Sherry", all decorated with a double gold-colored side stripe. Other colors such as Tyrol Green 999, Prussian Blue 447, Black 676 and Persian Red 777 without forgetting

928-410: Is optimized and the power increases from 185 to 210 PS. The registration was modified accordingly. The Danielson "Le Mans" has almost the same performance as the non-catalyzed V6 Turbo. In acceleration, it can be as fast as a Porsche 911 (964) Carrera 2 or a Ferrari 348 TB (from 100 to 140 km/h (62 to 87 mph) in 9.3 s in fifth gear). This preparation cost at the time 16 000 FRF in addition to

986-619: The 25 Turbo saloon actually gained power when it became catalyzed. In response Danielson SA, a famous French tuner, created an upgraded version of the Le Mans with 154 kW (210 PS). Renault and Alpine quickly considered exporting the GTA to the United States through American Motors , then-partially owned by Renault. A model derived from the V6 Turbo was therefore designed and finalized to adapt to local constraints. In compliance with North American regulations, it lost its front lights under

1044-523: The V6 Turbo specification. A turbodiesel version of the J8S engine was also available. The 25 was praised for its ride comfort and spirited handling (despite slight understeer , and torque steer on V6 Turbo models). A newly designed manual transmission drew unanimous praise for its precision and smoothness (although the detent spring on fifth gear could cause misselection of third gear). The futuristic interior

1102-451: The 2.7 L V6 for RHD markets) was dropped from the range of Renault UK, within two years of its introduction in 1985, but continued in other European markets. Coachbuilders, such as Boonaker, provided bulletproof variants as well as fitting 2.5 L V6 Turbo engines. For a time, the President of France used an armored limousine variant of the Renault 25. A station wagon project from

1160-568: The 375 000 FRF of the basic car. 7.0 L/100 km 7.9 L/100 km 14.7 L/100 km 6.4 L/100 km 8.1 L/100 km 12.8 L/100 km - - - - - - - - - 7.1 L/100 km 9.0 L/100 km 13.9 L/100 km 8.3 L/100 km 10.1 L/100 km 13.7 L/100 km The successor to the Alpine GTA, the Alpine A610 was produced by the Renault-owned French manufacturer Alpine from 1991 to 1995. Due to

1218-588: The 610's engine was downsized to 2,963 cc (3.0 L; 180.8 cu in) in March 1993 to better fit the Swiss taxation system. The A610 Albertville 92 was presented in 1991 for the Olympic Games . Two examples, and other Renault cars, were used to drive VIPs, before being sold. They had a specific color (Gardenia White) and interior, but used the standard engine and technical specifications. The A610 Magny-Cours

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1276-556: The 69 cars manufactured between 1984 and 1987, it is estimated that only seven remain in the "civilian" version. All cars left the production lines of the Alpine factory in Dieppe with their registration certificate , but to recover the VAT , some Europa Cups no longer carry the proper paperwork for registration. In July 1985, the Europa Cup model appeared; this limited edition model was intended for

1334-458: The A610. In 1990, Alpine had been obliged by French regulations to clean up its engines. Contrary to the Renault 25 V6 Turbo which sees its power going from 182 to 205 hp, the V6 Turbo of the GTA dropped from 200 to 185 PS because of the various adaptations required to fit it at the rear of the car, in particular for the implementation of the gearbox. With a totally different engine environment,

1392-537: The AR4 transmission are rare today. The car underwent a facelift in June 1988, with a new front end, taillights, interior materials, and front suspension. Essentially, every panel was changed on the facelifted car, with the intent to smooth the styling. The new version also featured more powerful engines, the 2.2i engine being dropped and replaced by a 12v version of the 2.0i engine which produced 140 PS (103 kW). There were

1450-634: The Bleu Sport 449 for the Turbo were offered almost until the end of marketing. An extended-wheelbase version of the initial Renault 25 was called the Renault 25 Limousine. It was 22.7 centimetres (8.9 in) longer than the standard car and was available in two variants. The standard 25 Limousine had the same rear bench seat as the standard-wheelbase model whereas the Executive version had two individual seats with electric adjustment. The limousine (only available with

1508-645: The Heuliez company based on the limousine was proposed to Renault, which refused it. Called the "Sologne", it was never even turned into a prototype. A kit from the Belgian company EBS (Ernest Berg Systemes) which also produced the R25 Cabriolet, made it possible to quickly transform a Renault 25 into a Renault 25 shooting brake (station wagon) with a rear tailgate. (French-market specifications unless indicated otherwise. All hp metric.) 91 92 Txi 2,2 136BG 179 The 25

1566-582: The Renault 25 chassis, although the suspension was derived from the Eagle Medallion (Renault 21). The body was a true 4-door sedan with separate trunk lid, rather than a lift-up hatchback. The interior was designed by American Motors. When introduced, the car was branded as the Eagle Premier, subsequent to Renault selling its 47 percent stake in AMC to Chrysler in 1987. From 1990 to 1992, Chrysler also marketed

1624-571: The Turbo could finally be sold in Switzerland and later in other European countries such as Germany and the Netherlands when they adopted stricter legislation. The catalyzed model had lower gearing in the fourth and fifth gears to mask its power deficit. In 1988 anti-lock brakes became available. For the 1989 model year the Mille Miles version appeared. With the non-catalyzed engine, this model heralded

1682-645: The above list & used the 123 hp 2.2i engine. For the facelift versions the equivalent to the GTX was the TXI, with the 2.0 12v engine of 140 hp. The 12v head from the 2.0 engine was latterly used in the J7T 2.2i engine in Safrane. The 2.2 engine in the Safrane is effectively a long-stroke version of the 2.0 engine – with better torque but less free-revving. For the United Kingdom,

1740-403: The canopy in favor of retractable optics, its bumpers were more protruding and deformable, and side lights were inserted into the bumpers and integrated into adhesive protections. The front bumper grille was widened to improve cooling. The front turn signals were orange. A third brake light was inserted under the rear spoiler. The GTA USA benefitted from a major redesign of the chassis. The tubes of

1798-600: The design of its predecessor, the Alpine A310, updating that car's silhouette with modern design features like body-integrated bumpers and a triangular C-pillar with the large rear windshield. Like its predecessor, it used the V6 PRV engine in a rear-engined layout, with extensive use of Polyester plastics and fibreglass for the body panels making it lighter and quicker than rivals such as the Porsche 944 . Passenger room increased, making

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1856-435: The end of 1983 for a March 1984 start of sales, the Renault 25 was a large step forward in nearly every aspect from the Renault 20 / Renault 30 range it was replacing. Its five-door liftback body was penned by designers Gaston Juchet and Robert Opron of Citroën SM fame, and the unconventional style was aimed at giving the car a notchback look in order to overcome customer preference outside France for formal sedans in

1914-558: The engineers cannot optimize the GTA's pollution control at a reasonable cost without reducing power. The sales volumes of the Alpine do not allow such investments. Apart from the top speed, which drops from 250 to 240 km/h (160 to 150 mph), the decrease in performance is not noticeable. With the help of the Danielson SA company, the after-sales service nevertheless develops a simple and inexpensive engine preparation intended to calm discontented Alpine buyers. The engine management

1972-530: The entire range of this generation, stands for "Grand Tourisme Alpine," but in most markets, the car was marketed as the Renault Alpine V6 GT or as the Renault Alpine V6 Turbo. In Great Britain, it was sold simply as the Renault GTA, as Sunbeam (and then Chrysler/Talbot ) had been using the " Alpine " badge since the 1950s. Rather than being molded in a single piece as for the preceding A310,

2030-703: The front structure were replaced by pressed sheet metal. Energy dampers for the shields were added. The sides were reinforced with bars in the doors and doubled side reinforcements. Many of the developments made for the GTA USA chassis were reused on the A610. Renault had planned a federalized version of the Alpine V6 Turbo, originally for the 1986 model year, but development proceeded slowly. The US model had an engine with emissions controls 180 hp (134 kW; 182 PS), bigger bumpers, and flip-up headlamps. Various crash safety improvements were also carried out, and it

2088-517: The motoring press, and approval from the British car show Top Gear . The A610 was to be the last car to carry the Alpine name until the 2017 release of the new Alpine A110 . After production of the A610 ended, the Alpine factory in Dieppe produced the Renault Spider . 818 were built, 67 of which were right-hand-drive. Sales the first two years were acceptable, but from 1993 until production ended in 1995

2146-426: The naturally aspirated model was identical to the version used in the Renault 25 , a 2849 cc unit producing 160 PS (118 kW; 158 hp). The small power gain compensated for the weight increase, up by 92 kg (203 lb). Also available was the more powerful turbocharged model, which used a smaller (2.5-liter) displacement. The central backbone chassis (with outriggers for side impact protection)

2204-420: The new Alpine's body was molded in a large number of small separate panels. This required a significant overhaul of the Alpine plant, leaving only the sandblasting machinery intact. The car was also considerably more efficient to manufacture, with the time necessary to build a finished car dropping from 130 to 77 hours - which was still a long time but acceptable for a small-volume specialty car. The PRV engine in

2262-446: The pre-facelift range included TS, Monaco (being a special edition with metallic brown paint, Monaco badging on the boot and C-Pillar insert panels, Leather interior, and some other changes from the TS spec), GTX, V6 & V6 Turbo. The facelift cars were TX (2.0 12v/2.2i special order), TXI (2.0i 12v/2.2i special order), V6, V6 Turbo for a short period, and Baccara (2.8i V6/2.5i V6 Turbo) which

2320-399: The rear parcel shelf, colored leather seats Amber or Cinder exclusively, the "Ergomatic" pack (with airbags for the front seats, memory and electrical adjustment of the driver's seat positions), the doors, pillars and roof receive upholstery in [Alcantara (textile)|alcantara ], door strip and gear lever knob are in real elm burl, the 3-spoke leather steering wheel signed "Baccara". The dashboard

2378-494: The rear seat more useful, while equipment was much more complete and now included items such as power locks. It was one of the most aerodynamic cars of its time, and the naturally aspirated version achieved a record 0.28 drag coefficient in its class. Due to its bigger tires and need for more cooling intakes, the Turbo's drag coefficient was a bit higher: 0.30 C x {\displaystyle \scriptstyle C_{\mathrm {x} }\,} . The GTA name, used to denote

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2436-448: The same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=A610&oldid=545090229 " Category : Letter–number combination disambiguation pages Hidden categories: Short description

2494-574: The segment outside of France. The wraparound rear window was one of Opron's signature design features, used on many of his earlier designs such as the SM, the Renault Fuego , and the Renault 11 . The 25 was one of the first cars designed from the start for aerodynamic efficiency giving a drag coefficient (C d ) of 0.31, a key factor in improving fuel economy . The TS model briefly held the unofficial title of "world's most aerodynamic mass production car" with

2552-598: The six full years was just above 1000 per annum, or just above three per day - almost identical to the A310 V6's annual production. Alpine wanted to launch a complete range of models. Three models were announced for public use. Presented in November 1984, it is the base version. With a C x of 0.28, and an SC x of 0.48, the V6 GT set a record for aerodynamics at the time for a car in this category. The first model introduced

2610-418: The succeeding A610. The regular V6 GT and V6 Turbo ended production during 1990, while the Le Mans version continued to be produced until February 1991. 325 of these were built in total. Also in 1990, Renault was forced to install the less powerful catalyzed engine in cars destined for the home market, leading to grumbling amongst Alpine enthusiasts about the loss of power (down to 136 kW (185 PS)) while

2668-462: The time of the withdrawal, 21 pre-series cars had been finished. Twelve of these were sold by Alpine directly to specially selected customers in France. The Le Mans was released in February 1990, with a plan of building 300 units. 325 were built until February 1991. It used the catalyzed V6 Turb engine, with power dropping from 200 to 185 PS. It is equipped with a body kit derived from the one proposed by

2726-458: The turbo among others. Thus the V6 Turbo will see their power increase from 182 to 205 PS (134 to 151 kW), while power dropped from 160 to 153 PS (118 to 113 kW) for the V6 Injection. The Baccara phase 3 offers as standard: ABS, front and rear electric windows, automatically regulated air conditioning, cruise control, height-adjustable headrests, leather cover for clothes under

2784-420: The vehicle to which not all drivers paid attention or not quickly enough. The first transmissions started failing within a few years, while the model was still in production. Renault then prepared a package that was to replace the original poor-quality cooler regardless of vehicle age and mileage. However, the cooler location in front of the right wheel could not be changed. As a result, Renault 25 Automatics with

2842-409: The world's first remote stereo controls, mounted to the right of the steering column (controlling volume +/–, station search, station select (jog wheel) in radio mode with volume +/–, mute and track advance (if supported)). For the first time since World War II , Renault had an entry in the full-size market segment outside France. The Renault 25's least durable part was the automatic transmission. As

2900-464: Was also exported to Australia. Introduced in 1985, it was priced at A$ 35,000 without cruise control. It had a disc drum brake setup, rather than four-wheel discs as on the Renault 18 . The R25 was exported to the United Kingdom from the beginning of 1984, where its hatchback body style helped it to stand out compared with conventional saloons. GTX in the United Kingdom was equivalent to Level 3 in

2958-516: Was built by Heuliez and then transferred to Dieppe. Aside from the body, most of the car was subcontracted to various suppliers. The drivetrain was mounted on a separate subframe, meaning it can be removed in as little as two hours. It was also moved 40 mm (1.6 in) forward (making the rear overhang shorter while nearly all other dimensions increased) compared to the A310, improving somewhat on that car's tailwards weight distribution. The transmission

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3016-556: Was created for the Williams - Renault Formula One victory in the French Grand Prix at Magny-Cours in July 1991 . 31 cars were built, with specific color and interior. They carry a "Magny-Cours" legend on the doors and have body-colored rims. The A610 did not result in an improvement in sales over the commercially disappointing GTA and the car was discontinued in 1995, despite acclaim from

3074-508: Was executed by Italian designer Marcello Gandini (of Lamborghini fame) and was somewhat controversial, but the 25's passenger compartment was considered quiet, spacious, and well lit. Equipment levels were high and set new standards for French cars, the 25 including among other features, an express up and down feature on the driver's power window, voice alerts (covering items such as improperly shut doors/bonnet/boot – oil pressure, engine temperature/charging circuit and blown bulbs), and one of

3132-556: Was planned to install softer suspension. AMC/Renault was planning a mid-1987 introduction, hoping to sell 3,000 Alpines per year (with an additional 300 cars slated for Canada). In March 1987, however, Renault sold its share in American Motors to Chrysler and began to withdraw from the American and Canadian markets. Commentators had already expressed concern about AMC dealers being able to handle such an expensive and complicated car. By

3190-423: Was solely branded as an Alpine , as linking Alpine and Renault together (first as Alpine-Renault then Renault-Alpine) seemed to detract from the Alpine brand's sporty image. The PRV engine remained, but it was enlarged to 3.0 litres (2,975 cc), which enabled it to produce 184 kW; 247 bhp (250 PS) at 5,750 rpm and 350 N⋅m (258 lbf⋅ft) of torque at 2,900 rpm. As with all PRV engines,

3248-548: Was the naturally aspirated V6 GT (D 500), which entered production in November 1984, although press photos had been released in September 1984. The car was first shown at the 1985 Amsterdam Rai, immediately after which it also went on sale. The Europa Cup was initially rolled out in July 1985. The model was conceived for racing during the Formula 1 Grand Prix in Europe, hence its name. Of

3306-465: Was the same Renault 30 -based unit that the A310 had used, with some minor changes and somewhat longer fourth and fifth gears. Those gears were taller than for the GT Turbo model. At the time of introduction, the daily production number amounted to ten cars. This soon dropped considerably, as the somewhat less than prestigious Renault had a hard time in the sports car marketplace. The average production for

3364-554: Was the top of the range. The 2.2i (123 hp) engine in the Phase 2 cars was only available 'while stocks last'. The lower compression 108 hp 2.2 was not sold in the United Kingdom. The Renault 25 was the basis of the car platform for the Canadian-built, full-sized Eagle Premier that was developed by American Motors Corporation (AMC) and introduced in 1988. The Premier featured exterior styling by Italdesign Giugiaro using

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