Life after Cayman - My 2021 Alpine A110 Legende GT.
- Thread starter Brian_Innes
- Start date
Brian_Innes
Member
Indeed Andrew.
When the Knockhill instructor takes the wheel of my car for two laps, I shall also be impressing the importance of avoiding the sausage kerbs.
Today I had a drive across Dava Moor on the A939 to better get the feel of the Cup 2 tyres on my A110. On clear open sections with no traffic about and with a good line of sight, I was able to lean on the tyres a wee bit albeit within the safety limits of the public road.
The steering is definitely transmitting more road feel to the helm with the Cup 2's. The "fizz" at the steering wheel rim now more pronounced than before, and the telegraphing of exactly what the front tyres are doing is transmitted to the driver very reassuringly. This reminds me vividly of how the Cayman R felt with Cup 2's. I am fortunate in having traffic-free, and generally smooth rural roads on my doorstep to enjoy the delights of a driver's car such as the A110.
Next week I have booked a geo alignment check at GT Tyres prior to the Knockhill track test. Everything feels ok and the settings have already been adjusted to Life 110 Fast Road settings. With the EVO wheels being an inch wider and with different offsets from the OE wheels, for peace of mind I consider it appropriate to re-check the geo settings before seriously leaning on the tyres at Knockhill.
Brian
When the Knockhill instructor takes the wheel of my car for two laps, I shall also be impressing the importance of avoiding the sausage kerbs.
Today I had a drive across Dava Moor on the A939 to better get the feel of the Cup 2 tyres on my A110. On clear open sections with no traffic about and with a good line of sight, I was able to lean on the tyres a wee bit albeit within the safety limits of the public road.
The steering is definitely transmitting more road feel to the helm with the Cup 2's. The "fizz" at the steering wheel rim now more pronounced than before, and the telegraphing of exactly what the front tyres are doing is transmitted to the driver very reassuringly. This reminds me vividly of how the Cayman R felt with Cup 2's. I am fortunate in having traffic-free, and generally smooth rural roads on my doorstep to enjoy the delights of a driver's car such as the A110.
Next week I have booked a geo alignment check at GT Tyres prior to the Knockhill track test. Everything feels ok and the settings have already been adjusted to Life 110 Fast Road settings. With the EVO wheels being an inch wider and with different offsets from the OE wheels, for peace of mind I consider it appropriate to re-check the geo settings before seriously leaning on the tyres at Knockhill.
Brian
Brian,
I’ll be interested to see how much the geometry has changed since your last set-up, which presumably wasn’t that long ago.
Incidentally, I’ve noted in another post that the (rather expensive!) Emira First Edition I-4T spec is now available to order: https://www.pistonheads.com/news/ph-britishcars/lotus-confirms-new-four-cylinder-emira-spec/45445
However, when it arrives early next year the entry-level car will be more competitively priced at £59,995 when compared with the equivalent I-4T options of a Cayman S and Alpine A110.
Jeff
I’ll be interested to see how much the geometry has changed since your last set-up, which presumably wasn’t that long ago.
Incidentally, I’ve noted in another post that the (rather expensive!) Emira First Edition I-4T spec is now available to order: https://www.pistonheads.com/news/ph-britishcars/lotus-confirms-new-four-cylinder-emira-spec/45445
However, when it arrives early next year the entry-level car will be more competitively priced at £59,995 when compared with the equivalent I-4T options of a Cayman S and Alpine A110.
Jeff
Brian_Innes
Member
Jeff,
I'm keeping tabs on the Lotus Emira 4-cylinder 360bhp AMG 8-speed DSG. At £59k it is competitively priced compared to the equivalent 718 Cayman 2.0t and Alpine A110.
I've always had the opinion that the Emira in 4-cylinder spec may well be the sweet spot of the Emira range. Porsche has the badge and refinement quality in its favour as well as decent performance and handling. The Emira's challenge will be to set the same high standards of refinement as the Porsche brand is renowned for.
The A110 on the other hand is never going to match the Porsche Cayman for refinement. Where it scores over the Cayman is with the all aluminium body and chassis making it some 230kgs lighter and with the same 300bhp harnessed to a delightful short close-ratio DSG gearbox and sublime chassis.
It'll be interesting to see how the Emira 2.0t DSG 8-speed compares performance-wise with the A110 given the extra weight the Lotus is carrying. In my short experience so far with the A110 the lightness is the most redeeming feature on the road. It endows the car with an agility and change of direction prowess not found in many road cars these days apart from Lotus or Caterham.
For me, the 4-cylinder Emira is the only option. I'll leave the ageing Toyota 3.5 supercharged V6 version for motoring scribes such as Catchpole, Harris, and their like to drool over and rave about the V6 howl and manual shifting gearbox. Agility and ultra-close ratio paddle gear-shifting is what excites me at this time of my life. I also have the relatively traffic-free roads in my neighbourhood to suit such a combination of driver's delights. The A110 will certainly be looking over its shoulder at the Emira 2.0 AMG DSG.
Brian
I'm keeping tabs on the Lotus Emira 4-cylinder 360bhp AMG 8-speed DSG. At £59k it is competitively priced compared to the equivalent 718 Cayman 2.0t and Alpine A110.
I've always had the opinion that the Emira in 4-cylinder spec may well be the sweet spot of the Emira range. Porsche has the badge and refinement quality in its favour as well as decent performance and handling. The Emira's challenge will be to set the same high standards of refinement as the Porsche brand is renowned for.
The A110 on the other hand is never going to match the Porsche Cayman for refinement. Where it scores over the Cayman is with the all aluminium body and chassis making it some 230kgs lighter and with the same 300bhp harnessed to a delightful short close-ratio DSG gearbox and sublime chassis.
It'll be interesting to see how the Emira 2.0t DSG 8-speed compares performance-wise with the A110 given the extra weight the Lotus is carrying. In my short experience so far with the A110 the lightness is the most redeeming feature on the road. It endows the car with an agility and change of direction prowess not found in many road cars these days apart from Lotus or Caterham.
For me, the 4-cylinder Emira is the only option. I'll leave the ageing Toyota 3.5 supercharged V6 version for motoring scribes such as Catchpole, Harris, and their like to drool over and rave about the V6 howl and manual shifting gearbox. Agility and ultra-close ratio paddle gear-shifting is what excites me at this time of my life. I also have the relatively traffic-free roads in my neighbourhood to suit such a combination of driver's delights. The A110 will certainly be looking over its shoulder at the Emira 2.0 AMG DSG.
Brian
Brian_Innes
Member
As with the Cayman, the A110 range offers a wide selection of aftermarket performance and cosmetic modifications. I am already a satisfied customer of Life 110 who supplied my wider EVO wheels, a product I am entirely satisfied with.
As the A110 range of models are basically all of the same chassis, engine, and gearbox configurations, owning the base Pure A110 would not impede the owner's quest for upping the performance to that of the most powerful A110S model.
In addition to a variety of wheel options, wheel spacers, lowered road springs, steel braided brake pipes, high performance brake pads, free-flow induction kit, and last but not least, a 300bhp ECU re-map, are all readily available from reputable aftermarket retailers such as Life 110. Revised longer gear shift paddles and a carbon exhaust finisher have also recently been added to the extensive list.
The point of my mentioning this is to say that unlike Porsche with the Cayman, where model hierarchy holds unflinching sway, the A110 range has no such barriers. It is well known that Cayman performance is held back in deference to the 911 range. The deliberate long gearing of the 718 GT4 is a good example of this. A short close-ratio gearbox and lower geared final drive would make the GT4 4.0 a 911 GT3 beater. That would never do.
In conclusion, I would suggest that anyone considering a dip into the A110 ownership world would be well advised to keep the model options open. All models of A110 have a 7-speed short close-ratio DSG and the chassis and engine configuration are the same for each. The 0-60 times of the Pure compared to the A110S are within 0.7 second of each other. All are also in lower low emissions ratings compared to the equivalent Cayman 2.0t. The A110 has been under the radar of most sports car purchasers for all of its production life. Badge snobbery, technical knowledge deficiencies, poor cabin storage, and iffy infotainment have all played a part. My experience so far in discussions with other A110 owners, is that all are "drivers" in the true sense of the term. We care little about car prestige or status, and place driving enjoyment and excellent product reliability above all other attributes. In current fuel expensive times, the near 40mpg economy is also a positive. If anyone is thinking of acquiring a new A110, you'd better be quick, the model is ceasing production in 2024.
Brian
As the A110 range of models are basically all of the same chassis, engine, and gearbox configurations, owning the base Pure A110 would not impede the owner's quest for upping the performance to that of the most powerful A110S model.
In addition to a variety of wheel options, wheel spacers, lowered road springs, steel braided brake pipes, high performance brake pads, free-flow induction kit, and last but not least, a 300bhp ECU re-map, are all readily available from reputable aftermarket retailers such as Life 110. Revised longer gear shift paddles and a carbon exhaust finisher have also recently been added to the extensive list.
The point of my mentioning this is to say that unlike Porsche with the Cayman, where model hierarchy holds unflinching sway, the A110 range has no such barriers. It is well known that Cayman performance is held back in deference to the 911 range. The deliberate long gearing of the 718 GT4 is a good example of this. A short close-ratio gearbox and lower geared final drive would make the GT4 4.0 a 911 GT3 beater. That would never do.
In conclusion, I would suggest that anyone considering a dip into the A110 ownership world would be well advised to keep the model options open. All models of A110 have a 7-speed short close-ratio DSG and the chassis and engine configuration are the same for each. The 0-60 times of the Pure compared to the A110S are within 0.7 second of each other. All are also in lower low emissions ratings compared to the equivalent Cayman 2.0t. The A110 has been under the radar of most sports car purchasers for all of its production life. Badge snobbery, technical knowledge deficiencies, poor cabin storage, and iffy infotainment have all played a part. My experience so far in discussions with other A110 owners, is that all are "drivers" in the true sense of the term. We care little about car prestige or status, and place driving enjoyment and excellent product reliability above all other attributes. In current fuel expensive times, the near 40mpg economy is also a positive. If anyone is thinking of acquiring a new A110, you'd better be quick, the model is ceasing production in 2024.
Brian
Brian_Innes
Member
This weekend a welcome spell of sunny, settled weather descended upon the Highlands, so I grabbed the opportunity to get away from the appalling, distressing news from Ukraine and count my blessings that we in this country still have homes and a warm bed to retire to each evening.
The Fiat 500X Cross Plus duly loaded with my folding e-bike, I set of for Glen Fannich estate which lies to the north of the A835 Garve - Achnasheen, road. Glen Fannich is a private gated estate, which in Scotland, allows walkers and cyclists to enjoy the glorious, wild, mountain scenery unmolested with road traffic. At the end of the glen, Loch Fannich reservoir supplies fresh water to the local communities. With snow still speckling the mountains and the glorious blue sky above, it was if I was transported into another world. Total solitude, with not a living soul in sight. On this particular day, no walkers, or cyclists present. Only myself and crystal clear mountain air.
At my destination, I enjoyed a picnic by the loch and soaked up the fresh mountain air before returning to my car parked in a lay-by some six miles from the loch. It was a very refreshing, rewarding, and reflective day out during these troubled times.
Back on the A110 topic, I have prepped the GoPro camera mount for fitting in readiness for Knockhill on the 31st. Conveniently the A110 has a window immediately behind the seats above the rear bulkhead to place the camera sucker mount. As with the Cayman, I mount the GoPro viewing forwards between the seats. I have found the GpPro buttons a real pain to use and fiddly to reach from the driving seat, so I drilled a hole in the GoPro clear plastic case to fit the plug-in power cable connector. Conveniently the A110 12v power socket is also centrally mounted between the seats. The constant power connection will facilitate the Bluetooth capability on my GoPro to enable the camera to be activated using the remote control device rather than the fiddly buttons on the camera itself. Without a direct power connection, GoPro battery life is short, particularly when Bluetooth is activated.
I'm also fitting a iPhone sucker mount to the windscreen so I can record and time my laps on the circuit. I still have the Michelin Lap Timer app on my phone from the 2014 Michelin Pilot Sport Challenge at Silverstone, so I'm hoping the Knockhill circuit map on the app is still valid and operable. Everything on the app seems ok and working, so fingers crossed that it all behaves on the day. I've always found circuit lap timers a frustrating experience to set up and get working properly. The A110 has a USB socket conveniently located on the central console to provide a direct power supply to the phone.
This week I have the geo wheel alignment check at GT Tyres. This is to check that the fast road camber and toe settings already applied are still ok following the wheels and tyres swap.
I'll leave you with a couple of photos from day of solitude among the lochs and mountains.
Brian
The Fiat 500X Cross Plus duly loaded with my folding e-bike, I set of for Glen Fannich estate which lies to the north of the A835 Garve - Achnasheen, road. Glen Fannich is a private gated estate, which in Scotland, allows walkers and cyclists to enjoy the glorious, wild, mountain scenery unmolested with road traffic. At the end of the glen, Loch Fannich reservoir supplies fresh water to the local communities. With snow still speckling the mountains and the glorious blue sky above, it was if I was transported into another world. Total solitude, with not a living soul in sight. On this particular day, no walkers, or cyclists present. Only myself and crystal clear mountain air.
At my destination, I enjoyed a picnic by the loch and soaked up the fresh mountain air before returning to my car parked in a lay-by some six miles from the loch. It was a very refreshing, rewarding, and reflective day out during these troubled times.
Back on the A110 topic, I have prepped the GoPro camera mount for fitting in readiness for Knockhill on the 31st. Conveniently the A110 has a window immediately behind the seats above the rear bulkhead to place the camera sucker mount. As with the Cayman, I mount the GoPro viewing forwards between the seats. I have found the GpPro buttons a real pain to use and fiddly to reach from the driving seat, so I drilled a hole in the GoPro clear plastic case to fit the plug-in power cable connector. Conveniently the A110 12v power socket is also centrally mounted between the seats. The constant power connection will facilitate the Bluetooth capability on my GoPro to enable the camera to be activated using the remote control device rather than the fiddly buttons on the camera itself. Without a direct power connection, GoPro battery life is short, particularly when Bluetooth is activated.
I'm also fitting a iPhone sucker mount to the windscreen so I can record and time my laps on the circuit. I still have the Michelin Lap Timer app on my phone from the 2014 Michelin Pilot Sport Challenge at Silverstone, so I'm hoping the Knockhill circuit map on the app is still valid and operable. Everything on the app seems ok and working, so fingers crossed that it all behaves on the day. I've always found circuit lap timers a frustrating experience to set up and get working properly. The A110 has a USB socket conveniently located on the central console to provide a direct power supply to the phone.
This week I have the geo wheel alignment check at GT Tyres. This is to check that the fast road camber and toe settings already applied are still ok following the wheels and tyres swap.
I'll leave you with a couple of photos from day of solitude among the lochs and mountains.
Brian
Brian_Innes
Member
My picnic spot for quiet reflection by Loch Fannich. It reminded me of Switzerland and Andorra.
Brian
Brian
Brian_Innes
Member
Following the fitting of the wider wheels and Cup 2 tyres, the road wheel geo alignment check on my A110 revealed only tiny adjustments to the front and rear toe required from the previous more dramatic re-set to Life 110 fast road settings. The differing offsets of the wider wheels had no effect on camber adjustments according to the values posted on the Hunter rig screen.
Forum contributor Andrew CS was also present at GT Tyres, Forres, having wheel alignments checked and adjusted on his Civic Type R. A beautiful car in bright red. We had a chat on car topics and our forthcoming performance driving courses at Knockhill next week. It promises to be an interesting day comparing the A110 and 981 GT4 performances on the same day. Hopefully the weather will remain as settled as is has been this week. Temperatures have reached 20c in the Highlands.
My A110 is driving absolutely sublimely on the wider rims and Cup 2 rubber. I'm really looking froward to comparing its poise and handling attributes compared to my many successful Cayman experiences at Knockhill. If I were to predict a comparison, I would hazard a guess that this particular A110 will come close to the lap times of my previous 987 Cayman R 6-speed manual. The A110 will certainly not be lapping as quickly as my 718 Cayman 2.5t GTS on PS4S rubber, even with Cup 2's. The 718 2.5t GTS PDK was an absolute corker at Knockhill. It was without doubt one of the fastest cars on track back in 2019 at the PCGB Knockhill track day.
A full report will follow in due course complete with action photos taken on track. A professional photographer has been hired to take photos of both cars on track. It promises to be an interesting day.
Brian
Forum contributor Andrew CS was also present at GT Tyres, Forres, having wheel alignments checked and adjusted on his Civic Type R. A beautiful car in bright red. We had a chat on car topics and our forthcoming performance driving courses at Knockhill next week. It promises to be an interesting day comparing the A110 and 981 GT4 performances on the same day. Hopefully the weather will remain as settled as is has been this week. Temperatures have reached 20c in the Highlands.
My A110 is driving absolutely sublimely on the wider rims and Cup 2 rubber. I'm really looking froward to comparing its poise and handling attributes compared to my many successful Cayman experiences at Knockhill. If I were to predict a comparison, I would hazard a guess that this particular A110 will come close to the lap times of my previous 987 Cayman R 6-speed manual. The A110 will certainly not be lapping as quickly as my 718 Cayman 2.5t GTS on PS4S rubber, even with Cup 2's. The 718 2.5t GTS PDK was an absolute corker at Knockhill. It was without doubt one of the fastest cars on track back in 2019 at the PCGB Knockhill track day.
A full report will follow in due course complete with action photos taken on track. A professional photographer has been hired to take photos of both cars on track. It promises to be an interesting day.
Brian
AndrewCS
Active member
Great to catch up Brian, the A110 looks even better in the flesh ... you sure picked the right car & colour !
I ran back via Granton on Spey - Tomintoul - The Lecht - Strathdon etc ... superb scenery and little traffic on the severely dirty - salt strewn surfaces, expertly navigated by the several forty foot artic`s and loggers I met !
Aye, next week will be superb
I ran back via Granton on Spey - Tomintoul - The Lecht - Strathdon etc ... superb scenery and little traffic on the severely dirty - salt strewn surfaces, expertly navigated by the several forty foot artic`s and loggers I met !
Aye, next week will be superb
Brian_Innes
Member
Regular followers of my scribblings will already be aware that even at my advanced stage of life, I still enjoy optimising my car with a few subtle improvements.
As with all my previous Caymans, I decided to fit a Hi-Flow induction air filter to my A110. In this case from a company previously unknown to me, ITG, who apparently supply the Alpine Formula 1 team with engine induction air filters. Life 110 supplied the Hi-Flow air filter from their extensive range of tuning products delivered within two days from posting the online order.
The engine bay access on the A110 is an absolute joy compared to the 718 Caymans I have experienced. None of the faffing about removing 15 scary pieces of plastic and aluminium cabin trim. The plastic pop clips on the Cayman trim pieces were very frightening things. You never knew until after the loud crack, if the clip had broken or popped. An utter nightmare for both DIY owners and OPC techies alike. Having to go through this palaver to gain access to the 718 engine bay is a most unpleasant experience and surely a design flaw.
None of this nonsense with the A110. Engine bay access being revealed within 5 minutes, involving three wing screw fixings and eight quarter turn pop screws. With the rear window glass propped open, easy access is available to the top of the engine bay with the induction air box located on the left side. Four captive screws locate the air box cover revealing the stock paper air filter element. The ITG Hi-Flow foam air filter element is direct swap with the stock item, coming already oiled and ready for service. As is my way, I vacuumed the empty air box before fitting the replacement filter, removing the usual debris that gathers there from the outside air intake.
Refitting the air box cover following fitting the new filter element was a bit of a fiddle, made more challenging for me due to my right hand disability. My handy car valeting neighbour Mike, was enlisted to assist jiggling the cover into place for the four retaining screws to secure the cover fitted snugly. The entire air filter swap process took less than half an hour to complete.
Following a test drive on my favoured A939 Dava Moor route, all was well. A slight increase to the cabin induction roar was the main tangible difference. The A110 has an acoustic hose device on the rear bulkhead to transmit induction noises into the cabin. Very Boy Racer I know; but this old boy racer loves it. The ITG foam filter element is two thirds the thickness of the stock paper item so allows more free air space within the sealed air box. So, in addition to the free flow properties of the foam material compared to paper, the extra internal space helps prevent a negative pressure build-up inside the air box when the turbo is on high boost. I'm not saying there is a tangible performance advantage with a hi-flow air filter, but every little helps. The A110 is certainly diving superbly following these subtle tweaks.
The proper test of all my optimisations, the wheel alignment geo settings, wider wheels, Cup 2 tyres, and last but not least, the hi-flow air filter, will become apparent next week at the Knockhill track test.
A few photos follow.
Brian
The Air Box is readily accessible on the top left of the engine bay.
As with all my previous Caymans, I decided to fit a Hi-Flow induction air filter to my A110. In this case from a company previously unknown to me, ITG, who apparently supply the Alpine Formula 1 team with engine induction air filters. Life 110 supplied the Hi-Flow air filter from their extensive range of tuning products delivered within two days from posting the online order.
The engine bay access on the A110 is an absolute joy compared to the 718 Caymans I have experienced. None of the faffing about removing 15 scary pieces of plastic and aluminium cabin trim. The plastic pop clips on the Cayman trim pieces were very frightening things. You never knew until after the loud crack, if the clip had broken or popped. An utter nightmare for both DIY owners and OPC techies alike. Having to go through this palaver to gain access to the 718 engine bay is a most unpleasant experience and surely a design flaw.
None of this nonsense with the A110. Engine bay access being revealed within 5 minutes, involving three wing screw fixings and eight quarter turn pop screws. With the rear window glass propped open, easy access is available to the top of the engine bay with the induction air box located on the left side. Four captive screws locate the air box cover revealing the stock paper air filter element. The ITG Hi-Flow foam air filter element is direct swap with the stock item, coming already oiled and ready for service. As is my way, I vacuumed the empty air box before fitting the replacement filter, removing the usual debris that gathers there from the outside air intake.
Refitting the air box cover following fitting the new filter element was a bit of a fiddle, made more challenging for me due to my right hand disability. My handy car valeting neighbour Mike, was enlisted to assist jiggling the cover into place for the four retaining screws to secure the cover fitted snugly. The entire air filter swap process took less than half an hour to complete.
Following a test drive on my favoured A939 Dava Moor route, all was well. A slight increase to the cabin induction roar was the main tangible difference. The A110 has an acoustic hose device on the rear bulkhead to transmit induction noises into the cabin. Very Boy Racer I know; but this old boy racer loves it. The ITG foam filter element is two thirds the thickness of the stock paper item so allows more free air space within the sealed air box. So, in addition to the free flow properties of the foam material compared to paper, the extra internal space helps prevent a negative pressure build-up inside the air box when the turbo is on high boost. I'm not saying there is a tangible performance advantage with a hi-flow air filter, but every little helps. The A110 is certainly diving superbly following these subtle tweaks.
The proper test of all my optimisations, the wheel alignment geo settings, wider wheels, Cup 2 tyres, and last but not least, the hi-flow air filter, will become apparent next week at the Knockhill track test.
A few photos follow.
Brian
The Air Box is readily accessible on the top left of the engine bay.
Brian_Innes
Member
The ITG Hi-Flow foam air filter alongside the stock paper air filter.
Brian
Brian
Brian_Innes
Member
Inside the air box after removing the paper air filter revealed only a small amount of road debris to vacuum out.
Brian
Brian
Brian_Innes
Member
With so much anticipation resting upon the Knockhill track test on Thursday 31st, it is absolutely galling that the wonderful warm weather we have all be enjoying recently is about to change dramatically, at least up here in the north. A return to winter temperatures is forecast on Wednesday 30th and Thursday 31st March.
I'm not intending changing the Cup 2 tyres. They are a fundamental component of my appraisal of the A110 compared to my previous Caymans. The best I can hope for is that the track stays dry on the day. I'll do my best to keep the tyre temperatures within the optimum range, but accept that it is not always possible with slower traffic circulating at the same time.
The A110 is all set up to my liking, fuelled with Shell V-Power 99Ron, and with the GoPro camera installation tested and checked. As with the Cayman the GoPro is mounted on the rear bulkhead between the seats. Conveniently, the A110 has a window glass behind the seats suitable for affixing the GoPro sucker mount. I use the GoPro remote control Bluetooth device to operate the camera. More convenient than faffing with the camera buttons.
A report on the Knockhill experience will follow in due course.
Brian
I'm not intending changing the Cup 2 tyres. They are a fundamental component of my appraisal of the A110 compared to my previous Caymans. The best I can hope for is that the track stays dry on the day. I'll do my best to keep the tyre temperatures within the optimum range, but accept that it is not always possible with slower traffic circulating at the same time.
The A110 is all set up to my liking, fuelled with Shell V-Power 99Ron, and with the GoPro camera installation tested and checked. As with the Cayman the GoPro is mounted on the rear bulkhead between the seats. Conveniently, the A110 has a window glass behind the seats suitable for affixing the GoPro sucker mount. I use the GoPro remote control Bluetooth device to operate the camera. More convenient than faffing with the camera buttons.
A report on the Knockhill experience will follow in due course.
Brian
Brian,
I too am an anti-faffer, which GoPro remote control Bluetooth device did you buy?
I generally shout (AKA voice control) at mine.
Ralph
I too am an anti-faffer, which GoPro remote control Bluetooth device did you buy?
I generally shout (AKA voice control) at mine.
Ralph
Brian_Innes
Member
Ralph,
The GoPro remote control supplied with the camera is a Hero 3 optional extra. It works really well.
I've also had "voice control" frustrations with GoPro in the past. All unprintable!
BTW I have applied silver grey electrical tape 30mm wide, on the most vulnerable wheel arch and sill areas in preparation against road rash from the wider wheels and Cup 2 tyres. Not pretty, but an effective protection should the expected wintry road conditions on the long A9 journey to Knockhill bring out the dreaded gritters.
The Matt silver paintwork may yet have PPF applied as a permanent protection layer on these vulnerable areas. I'll consult with the specialists first. I need a matt finish PPF rather than the usual gloss finish, and only on the lower reaches of the bodywork.
After much dithering, I have decided to renew my PCGB membership for another year while the £60 membership subscription was still valid until March 31st. My membership renewal fell due in April. I have made many friends through attending Club track day events during my 10 years of membership including yourself Ralph.
Who knows what the next year will hold in store? A return to the Porsche fold, a Lotus Emira 2.0 AMG? Variety is the spice of life even at my advanced years.
Brian
The GoPro remote control supplied with the camera is a Hero 3 optional extra. It works really well.
I've also had "voice control" frustrations with GoPro in the past. All unprintable!
BTW I have applied silver grey electrical tape 30mm wide, on the most vulnerable wheel arch and sill areas in preparation against road rash from the wider wheels and Cup 2 tyres. Not pretty, but an effective protection should the expected wintry road conditions on the long A9 journey to Knockhill bring out the dreaded gritters.
The Matt silver paintwork may yet have PPF applied as a permanent protection layer on these vulnerable areas. I'll consult with the specialists first. I need a matt finish PPF rather than the usual gloss finish, and only on the lower reaches of the bodywork.
After much dithering, I have decided to renew my PCGB membership for another year while the £60 membership subscription was still valid until March 31st. My membership renewal fell due in April. I have made many friends through attending Club track day events during my 10 years of membership including yourself Ralph.
Who knows what the next year will hold in store? A return to the Porsche fold, a Lotus Emira 2.0 AMG? Variety is the spice of life even at my advanced years.
Brian
Brian_Innes
Member
For the benefit of those interested in GoPro remote controls, and I have had a few enquiries on this topic, I have assembled a few details here for your information.
This particular GoPro remote control I specified was an optional extra at the time I purchased my Hero 3 in 2012. It has seen service with all my Porches since.
The Bluetooth remote control unit has a rechargeable battery using a USB connecting cable which plugs in to the socket used by the keyring attachment. I use my iPhone charger for replenishing the battery. Pressing the two buttons, Power and Mode simultaneously, activates the Bluetooth connection on the remote control. Connection is then confirmed with an animated wireless graphic showing in the window of the remote control. Importantly, the GoPro camera also needs to be activated in Bluetooth mode by pressing the side button on the camera casing. A blue light flashes on the camera when Bluetooth is active.
It is very important to remember that when active in Bluetooth mode the camera battery becomes exhausted very quickly, especially when in recording mode. To alleviate this I drilled a hole in the side of the GoPro camera clear plastic case to allow the connection of the USB power cable when the camera is mounted in position inside the car. Conveniently, my A110 has a 12v power socket close by the camera mounting position so that direct 12v power is supplied independently of the GoPro battery.
When recording is required, it is a simple matter of pressing the red power button to activate the GoPro in recording mode. This is confirmed by the red light flashing on the camera unit. On the Cayman and A110, this is easily confirmed by looking in the rear view mirror. When recording is completed, pressing the red power button on the remote deactivates recording. The starting and stopping of recording using the remote control is practically instantaneous.
I hope this information is of assistance to those who have yet to sample the convenience of a Bluetooth remote controlled GoPro camera. It's so much more convenient than faffing about with buttons when seated inside the car.
Brian
This particular GoPro remote control I specified was an optional extra at the time I purchased my Hero 3 in 2012. It has seen service with all my Porches since.
The Bluetooth remote control unit has a rechargeable battery using a USB connecting cable which plugs in to the socket used by the keyring attachment. I use my iPhone charger for replenishing the battery. Pressing the two buttons, Power and Mode simultaneously, activates the Bluetooth connection on the remote control. Connection is then confirmed with an animated wireless graphic showing in the window of the remote control. Importantly, the GoPro camera also needs to be activated in Bluetooth mode by pressing the side button on the camera casing. A blue light flashes on the camera when Bluetooth is active.
It is very important to remember that when active in Bluetooth mode the camera battery becomes exhausted very quickly, especially when in recording mode. To alleviate this I drilled a hole in the side of the GoPro camera clear plastic case to allow the connection of the USB power cable when the camera is mounted in position inside the car. Conveniently, my A110 has a 12v power socket close by the camera mounting position so that direct 12v power is supplied independently of the GoPro battery.
When recording is required, it is a simple matter of pressing the red power button to activate the GoPro in recording mode. This is confirmed by the red light flashing on the camera unit. On the Cayman and A110, this is easily confirmed by looking in the rear view mirror. When recording is completed, pressing the red power button on the remote deactivates recording. The starting and stopping of recording using the remote control is practically instantaneous.
I hope this information is of assistance to those who have yet to sample the convenience of a Bluetooth remote controlled GoPro camera. It's so much more convenient than faffing about with buttons when seated inside the car.
Brian
Brian_Innes
Member
Thanks Dan.
Matte PPF will be discussed with my preferred supplier soon. Excel products are the brand they use.
Brian
Matte PPF will be discussed with my preferred supplier soon. Excel products are the brand they use.
Brian
Brian_Innes
Member
In the current edition of Autocar magazine, March 30th-April 6th, both the 718 Cayman 2.0 and the Alpine A110S are reviewed, albeit in separate articles.
The 718 Cayman PDK base model wins first place when pitched against the BMW M240i xDrive Coupe, and Mercedes AMG CLA 45S 4matic +Plus Coupe. The Merc placed 3rd. The Cayman's low mass, balanced chassis, and precise steering feel, wins the day compared to the more lardy Bee Emm and Merc.
The 2022 Alpine A110S is awarded 5 stars. "Outstanding to drive; light, quick, agile, comfortable, and well resolved on all fronts" is how author Steve Cropley put it. A110 sales were up 92% in the UK last year. Even so, only a total of 2659 cars sold in the whole of Europe last year. The A110 is still a rare sight on the roads.
As Steve Cropley aptly says, the trouble with the A110 has been many keen drivers have stood on the brink, and then bought a Cayman.
Fair comment I would say. The biggest improvement to the 2022 A110 model is in the infotainment pack. Now far more intuitive and capable, with improved radio reception also.
In my opinion, the A110 is bought by people who know their cars and are more purist in outlook regarding dynamic qualities rather than purely The Brand.
I'll be undertaking my own comparative A110 - Cayman test tomorrow at Knockhill circuit, Fife. I'm hoping the weather is dry for the duration of the test. Photographs will feature in my report to follow.
Brian
The 718 Cayman PDK base model wins first place when pitched against the BMW M240i xDrive Coupe, and Mercedes AMG CLA 45S 4matic +Plus Coupe. The Merc placed 3rd. The Cayman's low mass, balanced chassis, and precise steering feel, wins the day compared to the more lardy Bee Emm and Merc.
The 2022 Alpine A110S is awarded 5 stars. "Outstanding to drive; light, quick, agile, comfortable, and well resolved on all fronts" is how author Steve Cropley put it. A110 sales were up 92% in the UK last year. Even so, only a total of 2659 cars sold in the whole of Europe last year. The A110 is still a rare sight on the roads.
As Steve Cropley aptly says, the trouble with the A110 has been many keen drivers have stood on the brink, and then bought a Cayman.
Fair comment I would say. The biggest improvement to the 2022 A110 model is in the infotainment pack. Now far more intuitive and capable, with improved radio reception also.
In my opinion, the A110 is bought by people who know their cars and are more purist in outlook regarding dynamic qualities rather than purely The Brand.
I'll be undertaking my own comparative A110 - Cayman test tomorrow at Knockhill circuit, Fife. I'm hoping the weather is dry for the duration of the test. Photographs will feature in my report to follow.
Brian
Brian_Innes
Member
Knockhill Track Test
Following a very wintry 105 mile drive south to Knockhill circuit Fife, the weather at the track thankfully stayed dry and bright, albeit a chilly 8c. This was barely over the minimum recommended ambient temperature threshold for the Michelin Pilot Sport Cup 2 tyres with which my Alpine A110 Legende GT was shod for the occasion.
To add to the frisson of anticipation of how the A110 would perform, the presence of friend and fellow PCGB forum contributor Andrew CS with his 981 Cayman GT4 was a welcome coincidence. Andrew had booked the same Performance Driving Course as myself on the same day at exactly the same time. As this was a one-off occasion we decided to share the cost of hiring professional photographer Lewis Houghton to take static and action photographs of both our cars on the track. As you will see from the photos posted later, we were absolutely delighted with the results.
My driving tutor for the day was Michael Gray, a resident driving instructor at Knockhill and currently a Scottish Formula Ford Championship contender for the 2022 season. I was pleased that Michael had a slim and lightweight frame bearing in mind the weight conscious nature of the A110. Handling dynamics in such a light car are significantly affected by the passenger’s ballast weight.
Being no stranger to Knockhill I soon got on the pace following a couple of exploratory laps to suss out the gearing, brakes, and tyre temperature warm up. The A110 Legende GT is very different to the Cayman variants I have driven at Knockhill in several aspects. Firstly, the intermediate gear ratios are shorter, meaning that the A110 was pulling a gear higher than the Cayman in the medium speed corners and on the main straight. Turns 1 and 2 at Duffus Dip were taken in 4th gear, dropping to 3rd for Turn 3 MacIntyre’s. A shift up a gear to 4th for Butcher’s and the following Chicane. Fourth gear is held all the way to Clark’s corner, shifting up to 5th for the short sprint along the curving “straight” towards the hairpin. This tight corner is a slow 35 - 40mph rotation. Almost a 180 degree change of direction with a steep slope at the apex. I tried this corner both in 3rd and 2nd gears. In damp conditions 3rd would be best, but on a dry track 2nd is fractionally faster in the A110. You need to be ready to catch an oversteer slide when exiting the hairpin. The following uphill pull along the start and finish straight is a full throttle red line cascade of millisecond upshifts to 5th gear on the A110, peaking a maximum velocity of around 115mph under Beatson’s Bridge.
The second difference compared to the Cayman is in the angle of body roll the A110 exhibits when leaning on the tyres. Being suspended by double wishbone suspension all around, the car rolls on a longitudinal axis from front to rear. Somewhat like the Lotus-Climax and BRM Grand Prix cars of the 1960’s. The road wheels maintain a constant camber during this cornering roll process compared to McPherson strut based systems as deployed by Porsche. I found myself perfectly comfortable with the increased roll angles during fast cornering. This in no way compromised the steering feel or mechanical grip of the tyres. After a few laps I actually enjoyed the sensation of the car leaning into the corner.
The third difference between the two models is perhaps the most perceptible, that being the 230kgs lighter body mass compared to the lightest of the Caymans. This particular dynamic makes itself felt everywhere. Situations such as changing direction, braking, and acceleration, are all enhanced by the lighter body mass of the A110. The short, close-ratio DSG gearbox also delivers time advantages in straight line acceleration. This being particularly apparent on the long pull uphill after the slow hairpin corner. It was here that the A110 matched the 981 GT4 for full power acceleration. The subsequent braking zone approaching Duffus Dip was also correspondingly shorter in the A110.
Where the A110 and Cayman are very similar is in the mid-engine chassis pivot point just behind the driver’s shoulders. It’s a beautifully balanced cornering transition which inspires confidence for the driver. For the experienced wheel-smith the A110 is a very playful track driver’s car, mirroring the Cayman R in that respect.
The A110 dances its way around Knockhill in much the same way as my former Cayman R. It waltzed through the Duffus Dip - Macintyre’s right, left, right, corner combinations, and displayed a Can-Can style wheel in the air through the high-speed chicane and blind apex Clark’s corner. The A110 is an absolute hoot to drive on the undulating Knockhill circuit. It’s also good on the brakes being such a light car. No brake fade or soft pedal was perceptible.
At Knockhill I had the opportunity to test the Track mode selection, being similar to Sport Plus on the Porsche systems. Selecting Track mode further reduces the intervention of traction control, torque vectoring, and ABS safety systems from the already cut back intervention of the systems in Sport mode. Track also provides a more brutal gear shift map. I did 4 laps in Track mode, which was more than enough. I would say Track mode should be renamed Hooligan mode. The full throttle gear change upshifts are not merely engaged with a clunk, its more like a slam. It really is a brutal mechanical action. It reminded me of upshifting the straight-cut dog-ring gearbox on my racing Imp Stiletto many decades ago. I would not care to think of the mechanical wear and tear taking place with frequent use of Track mode. At speed the car was much looser through the corners with this mode selected. If tyre smoking power sliding is your thing then this is the setting for you. As I said, Hooligan mode is a more apt title. Both my tutor and I agreed that Sport mode offered the best mix of mechanical sympathy and driver confidence.
A couple of niggles. The DSG gear shifting on manual mode occasionally took on a life of its own. On a couple of occasions firm, late braking for Duffus Dip resulted in the gearbox downshifting from the manual mode selected 4th gear to 3rd gear, all of its own volition. This was pretty unsettling as you turned into this tricky complex at high speed. It was if the gear shifting sensors were set too sensitive for the braking G-forces. The other niggle was in the opposite direction with upshifts taking place automatically in manual mode as the revs approached the redline, rather than activating the rev limiter on the redline. This occurred on the short back straight between the Chicane and Clark’s corner. Depending on the Chicane exit speed, sometimes it was better to hold 4th gear to the redline before braking for the corner. It was
frustrating to have the gearbox change up a gear just before the braking zone. As I said these gear change niggles were frustratingly inconsistent. Sometimes they happened, sometimes they didn’t.
A quick word on lap times. My tutor timed me for two laps at the end of the session on the in-car Alpine telematics lap timer. Both laps were in the low 61 seconds. That compares very favourably with similar lap times achieved two-up with a passenger in my 718 Cayman 2.5t GTS. My PB with the Cayman R on my own was 60.2 seconds, and in the 718 2.5t GTS on my own 58.76 seconds. I let my tutor take the wheel for two laps and he was definitely lapping below the 60 second barrier. The A110 can punch well above its weight in any company.
In conclusion, I had so much fun driving the A110 on the track. I now know the car better than ever compared to only driving on the public road. The A110 is such a forgiving little car and very confidence inspiring through the corners, dips and crests adorning this challenging track. The car seems to wrap itself around you, and telegraphs feedback to the driver of every kerb, bump, compression, and crest. The extra grip of the Cup 2 tyres suited the A110 chassis extremely well. These tyres compliment the body roll rather than fight it. By providing the security of durable mechanical grip they deliver a gentle progression towards the limits of adhesion. Snappy it is not. Four wheel slides are achievable, even for this septuagenarian driver. So ended a thrilling day at Knockhill. I’ll leave Andrew CS to post his comments regarding his experiences with the GT4 in his own time.
The journey home to the Highlands brought me back into winter wonderland. For a few scary miles I encountered white-out, virgin snow covered rural roads, on Cup 2’s! I can say with all sincerity that Cup 2’s are not for snow. I daren’t touch the brakes. It was more scary than anything I have experienced at Knockhill.
Now I am resigned to returning to normal touring service for the foreseeable future. Happy memories of the A110 driving experience day at Knockhill will remain with me always. Back to reality now.
Brian
Following a very wintry 105 mile drive south to Knockhill circuit Fife, the weather at the track thankfully stayed dry and bright, albeit a chilly 8c. This was barely over the minimum recommended ambient temperature threshold for the Michelin Pilot Sport Cup 2 tyres with which my Alpine A110 Legende GT was shod for the occasion.
To add to the frisson of anticipation of how the A110 would perform, the presence of friend and fellow PCGB forum contributor Andrew CS with his 981 Cayman GT4 was a welcome coincidence. Andrew had booked the same Performance Driving Course as myself on the same day at exactly the same time. As this was a one-off occasion we decided to share the cost of hiring professional photographer Lewis Houghton to take static and action photographs of both our cars on the track. As you will see from the photos posted later, we were absolutely delighted with the results.
My driving tutor for the day was Michael Gray, a resident driving instructor at Knockhill and currently a Scottish Formula Ford Championship contender for the 2022 season. I was pleased that Michael had a slim and lightweight frame bearing in mind the weight conscious nature of the A110. Handling dynamics in such a light car are significantly affected by the passenger’s ballast weight.
Being no stranger to Knockhill I soon got on the pace following a couple of exploratory laps to suss out the gearing, brakes, and tyre temperature warm up. The A110 Legende GT is very different to the Cayman variants I have driven at Knockhill in several aspects. Firstly, the intermediate gear ratios are shorter, meaning that the A110 was pulling a gear higher than the Cayman in the medium speed corners and on the main straight. Turns 1 and 2 at Duffus Dip were taken in 4th gear, dropping to 3rd for Turn 3 MacIntyre’s. A shift up a gear to 4th for Butcher’s and the following Chicane. Fourth gear is held all the way to Clark’s corner, shifting up to 5th for the short sprint along the curving “straight” towards the hairpin. This tight corner is a slow 35 - 40mph rotation. Almost a 180 degree change of direction with a steep slope at the apex. I tried this corner both in 3rd and 2nd gears. In damp conditions 3rd would be best, but on a dry track 2nd is fractionally faster in the A110. You need to be ready to catch an oversteer slide when exiting the hairpin. The following uphill pull along the start and finish straight is a full throttle red line cascade of millisecond upshifts to 5th gear on the A110, peaking a maximum velocity of around 115mph under Beatson’s Bridge.
The second difference compared to the Cayman is in the angle of body roll the A110 exhibits when leaning on the tyres. Being suspended by double wishbone suspension all around, the car rolls on a longitudinal axis from front to rear. Somewhat like the Lotus-Climax and BRM Grand Prix cars of the 1960’s. The road wheels maintain a constant camber during this cornering roll process compared to McPherson strut based systems as deployed by Porsche. I found myself perfectly comfortable with the increased roll angles during fast cornering. This in no way compromised the steering feel or mechanical grip of the tyres. After a few laps I actually enjoyed the sensation of the car leaning into the corner.
The third difference between the two models is perhaps the most perceptible, that being the 230kgs lighter body mass compared to the lightest of the Caymans. This particular dynamic makes itself felt everywhere. Situations such as changing direction, braking, and acceleration, are all enhanced by the lighter body mass of the A110. The short, close-ratio DSG gearbox also delivers time advantages in straight line acceleration. This being particularly apparent on the long pull uphill after the slow hairpin corner. It was here that the A110 matched the 981 GT4 for full power acceleration. The subsequent braking zone approaching Duffus Dip was also correspondingly shorter in the A110.
Where the A110 and Cayman are very similar is in the mid-engine chassis pivot point just behind the driver’s shoulders. It’s a beautifully balanced cornering transition which inspires confidence for the driver. For the experienced wheel-smith the A110 is a very playful track driver’s car, mirroring the Cayman R in that respect.
The A110 dances its way around Knockhill in much the same way as my former Cayman R. It waltzed through the Duffus Dip - Macintyre’s right, left, right, corner combinations, and displayed a Can-Can style wheel in the air through the high-speed chicane and blind apex Clark’s corner. The A110 is an absolute hoot to drive on the undulating Knockhill circuit. It’s also good on the brakes being such a light car. No brake fade or soft pedal was perceptible.
At Knockhill I had the opportunity to test the Track mode selection, being similar to Sport Plus on the Porsche systems. Selecting Track mode further reduces the intervention of traction control, torque vectoring, and ABS safety systems from the already cut back intervention of the systems in Sport mode. Track also provides a more brutal gear shift map. I did 4 laps in Track mode, which was more than enough. I would say Track mode should be renamed Hooligan mode. The full throttle gear change upshifts are not merely engaged with a clunk, its more like a slam. It really is a brutal mechanical action. It reminded me of upshifting the straight-cut dog-ring gearbox on my racing Imp Stiletto many decades ago. I would not care to think of the mechanical wear and tear taking place with frequent use of Track mode. At speed the car was much looser through the corners with this mode selected. If tyre smoking power sliding is your thing then this is the setting for you. As I said, Hooligan mode is a more apt title. Both my tutor and I agreed that Sport mode offered the best mix of mechanical sympathy and driver confidence.
A couple of niggles. The DSG gear shifting on manual mode occasionally took on a life of its own. On a couple of occasions firm, late braking for Duffus Dip resulted in the gearbox downshifting from the manual mode selected 4th gear to 3rd gear, all of its own volition. This was pretty unsettling as you turned into this tricky complex at high speed. It was if the gear shifting sensors were set too sensitive for the braking G-forces. The other niggle was in the opposite direction with upshifts taking place automatically in manual mode as the revs approached the redline, rather than activating the rev limiter on the redline. This occurred on the short back straight between the Chicane and Clark’s corner. Depending on the Chicane exit speed, sometimes it was better to hold 4th gear to the redline before braking for the corner. It was
frustrating to have the gearbox change up a gear just before the braking zone. As I said these gear change niggles were frustratingly inconsistent. Sometimes they happened, sometimes they didn’t.
A quick word on lap times. My tutor timed me for two laps at the end of the session on the in-car Alpine telematics lap timer. Both laps were in the low 61 seconds. That compares very favourably with similar lap times achieved two-up with a passenger in my 718 Cayman 2.5t GTS. My PB with the Cayman R on my own was 60.2 seconds, and in the 718 2.5t GTS on my own 58.76 seconds. I let my tutor take the wheel for two laps and he was definitely lapping below the 60 second barrier. The A110 can punch well above its weight in any company.
In conclusion, I had so much fun driving the A110 on the track. I now know the car better than ever compared to only driving on the public road. The A110 is such a forgiving little car and very confidence inspiring through the corners, dips and crests adorning this challenging track. The car seems to wrap itself around you, and telegraphs feedback to the driver of every kerb, bump, compression, and crest. The extra grip of the Cup 2 tyres suited the A110 chassis extremely well. These tyres compliment the body roll rather than fight it. By providing the security of durable mechanical grip they deliver a gentle progression towards the limits of adhesion. Snappy it is not. Four wheel slides are achievable, even for this septuagenarian driver. So ended a thrilling day at Knockhill. I’ll leave Andrew CS to post his comments regarding his experiences with the GT4 in his own time.
The journey home to the Highlands brought me back into winter wonderland. For a few scary miles I encountered white-out, virgin snow covered rural roads, on Cup 2’s! I can say with all sincerity that Cup 2’s are not for snow. I daren’t touch the brakes. It was more scary than anything I have experienced at Knockhill.
Now I am resigned to returning to normal touring service for the foreseeable future. Happy memories of the A110 driving experience day at Knockhill will remain with me always. Back to reality now.
Brian
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