Life after Cayman - My 2021 Alpine A110 Legende GT.
- Thread starter Brian_Innes
- Start date
Adrian Thompson
New member
Anti tramp bars worked well - basically a strut that attached to the cart spring hangers but memory fades as to where we attached the other end! Everyone was messing with their 1200 Mk1's including using quarter bumpers on the front so it looked like a proper Lotus. I ended up with a Lotus, but took the rear badges off just to be different. A Mk ! has just sold in the Silverstone Auction for £60k!
Brian_Innes
Member
Joint 2nd Place
2021 Alpine A110 Legende GT
The very fact that this car is worthy of comparison with the best of my Caymans, is an achievement in itself. To be in joint second place alongside the iconic Cayman R is a very commendable result indeed, and one which is thoroughly deserved in my opinion. The Alpine A110 in 2021 Legende GT spec is a wonderful driver’s car with all the precision, road feel, and agility of a Lotus, only with considerably more cabin refinement than that offered by the either the Elise or Exige. The Legende GT also provides that elusive X-factor; fun. From the moment you first drive it, you know this car is going to be a pleasurable experience.
I have to admit, I took a calculated gamble buying the 2021 A110 Legende GT. Before deciding, I read the technical specification of this limited edition model very carefully. The Alpine A110 Legende variant had been launched previously by Alpine in 2018-19. The original Legende has the softer suspension of the base model, designated the Pure, with the Legende having a 252bhp version of the 1800cc turbo Megane engine. The 2021 limited edition, designated Legende GT, has all the cabin refinement and equipment of the previous Legende series, but with the addition of a lowered ride height, stiffer springs and dampers, and thicker anti-roll bars as fitted to the A110S. For my purposes, this has proved an ideal combination.
When first considering a return to owning a sports coupe, I had in mind the teasingly announced pre-production Lotus Emira. As the months wore on my interest waned with each passing week. Things went all quiet, then questions began to surface concerning build quality, reliability, and last but not least, when car production would actually commence at the still under construction UK factory. Two year waiting lists were also mentioned. At this point I decided to abandon the Emira idea and go for the Alpine A110. It is after all is said and done a Lotus under the skin. After 1800 miles, I am more than happy with my choice: Delighted even.
Much has already been covered in my earlier posts regarding the cabin layout, comfort, and general chassis dynamics, so I’ll not waste space repeating myself here. What I’ll do instead is list my likes and dislikes. At the end of my review I’ll also provide my insight as to where I think this particular car sits in relation to the current Porsche Cayman.
Likes.
The all aluminium body/chassis construction incorporating double wishbone suspension front and rear with minimal bodywork overhangs at each end. The gross vehicle weight with myself onboard and a quarter tank of fuel, was duly certified at a local weigh-bridge at exactly 1200kgs. You know this is a light car after first driving it for 100 metres. The responsive driver controls being the immediate impression, providing a precision driving machine in every sense of the term.
Cabin refinement is on a par with my Cayman R, a car with which it shares the same minimalist characteristics. The low mounted 6-way manually adjustable heated Sports Comfort seats are very comfortable. They provide excellent side, shoulder, and lumbar support on long journeys without fear of cramps or back aches. The small 340mm diameter fully adjustable leather rimmed steering wheel with 12 ‘o clock marker, is perfectly positioned for comfort and control. A sport mode selector button is positioned on the steering wheel as on 718 Caymans, along with the customary multi function switches on the central spokes. The gear-shift paddles are larger than on PDK Caymans and fixed to the steering column rather than the wheel. I found this configuration ideal, even when exiting road junctions when in manual gear-shift mode. All of these factors contribute to an ideal driving position giving the driver a satisfying sense of a real connection with the road.
A choice of three digital dash displays, Normal, Sport, and Track are all excellent and easy to read. I like the Ferrari, McLaren style push buttons for selecting driving modes D, N, R, and the engine stop/ start button on the central console. All are very convenient to use and a welcome change from the usual central gear-stick and outdated twist engine start arrangement of my previous Caymans.
I particularly liked the piano key switches situated below the 7” central display screen, they are easy to find and a delight to use.
The Legende GT has as standard equipment, electric folding door mirrors, heated seats, rain-sensing wipers, front and rear park assist with reversing camera, lane assist, cruise/speed control, and the Alpine equivalent of Alcantara roof lining. All of which are extra cost items on many Caymans.
The electro-mechanical steering is one of the best I have ever experienced. Power Steering Plus is not on the options list, but in my opinion the Legend GT steering is perfectly weighted for all driving conditions, including high speed and slow manoeuvring. Incidentally, no crabbing of the front wheels apparent either.
The 292 bhp 1798cc 4 cylinder turbocharged Megane Trophy engine and Getrag 7 speed double clutch gearbox is mid-mounted transversely behind the driver. It’s a lively, free-revving unit, and when combined with the sports exhaust produces a throaty rasp and crackle sounding not unlike a BTCC touring car engine. It suits the character of the A110 perfectly. I particularly like the induction roar transmitted to the cabin via an acoustic pipe attached to the rear bulkhead. Boy racer stuff perhaps, but it certainly enhances the fun experience when zipping through the close ratio gearbox on full throttle.
I love the fact that Alpine and Getrag have chosen a fabulous set of short, ultra-close gear ratios for the 7-speed gearbox. The gearing is markedly shorter on the A110 than is provided on any Cayman. This is absolutely spot-on for the power and torque characteristics of this particular engine. On a rough check, the road speeds in the intermediate gears, 1st, 2nd, 3rd, and 4th, at maximum 6750 rpm are approximately 38mph, 62mph, 80mph, and an estimated 100mph. On an empty winding road the A110 is usually using one gear higher than a Cayman. With 320 torques produced from 2000rpm to 6400rpm the A110 simply rockets out of the corners with absolutely zero turbo lag. The close ratio gearbox in manual shifting mode keeps the turbo spooled up at all times, making progress across country a very enjoyable experience. The only occasions when turbo lag is discernible is when in Normal mode and automatic gear shifting is deployed. The default gear mapping in Normal mode always selects the highest gear possible, with the inevitable lag while the turbo catches up with the engine revs after an auto downshift. Being brought up on manual gearboxes I use sport manual shifting on cross country routes. It’s an intuitive thing for me to select the correct gear for the road ahead. The same applies when overtaking. I manually down-shift to the correct gear for the road speed in anticipation of the overtaking manoeuvre ahead. This all comes naturally to me without thinking about it. It is for this reason that I always make it a priority to learn the intermediate gear road speeds at an early stage of taking ownership of a new car. Finally, the A110 is proving surprisingly economical on fuel consumption. An average of 36-38mpg is regularly attainable on cross-country routes.
Dislikes.
There are a few niggles; the windscreen reflections under certain conditions caused by the glossy carbon instrument binnacle and demising ducts are quite obtrusive at first. This is only really apparent when bright sunlight is ahead of the car. Over time, I have become acclimatised to the windscreen reflections.
The three-quarter vision is poor, as is the view provided by the rear view mirror. Great care has to be taken when merging into traffic where three quarter vision is paramount. The door mirrors are also smaller compared to those on a Cayman.
The infotainment package is not to Porsche standards. The sat nav is a clunky affair, without the Google Maps satellite feature I had become so used to on my previous three Porsches. The music feature My Spin is a waste of time. Each of the A110 owners I spoke with also shared the same opinion. The only redeeming feature of the infotainment package is the excellent Focal Premier sound system which to my less than perfect hearing, compared very favourably with the Macan Turbo Bose sound system.
Summary.
The Alpine A110 Legende GT is closest in character to the 987 Cayman R, the principal reasoning behind my awarding it joint second place. The A110 shares an identical wheelbase and has similar steering feel and handling agility as its iconic rival. Without having the opportunity thus far to track test the A110, I am unable to verify how it compares on track pace, but my impressions are that it is at least as quick, if not quicker than the CR. The A110 comes with bog standard street tyres, the Michelin PS4 in modest 18” sizes of 215 X 40 front and 235 X 40 rear. Looking back, my CR also came with street Pirelli P-Zeros, so not much change there.
Being honest, I cannot see many Cayman owners migrating to an Alpine A110. Being a niche model the A110 has not sold in huge numbers. Neither did the CR for that matter. I would say current Cayman 987 owners would be the most likely converts to the Alpine A110 brand. The car has an exclusive rarity factor in its favour, and I would say it especially appeals to drivers who are already familiar with performance driving techniques, and who may already be track day participants. Above all, the A110 is a fun car; these are in very short supply these days.
Price-wise the 2021 A110 Legende GT is an expensive car. In my case the spec included extra cost items; special paint, storage pack, and Alpine Telemetrics, which resulted in an on the road invoice price of £64,807. The closest current Porsche Cayman rival would be the 2.0t Cayman T. Although starting at £51,000, after adding all the standard equipment my car has, plus the special paint etc, the two rivals would be closer together on price. As for driving comparisons, I cannot comment on the Cayman T as I have not driven that particular model, but I would hazard a guess that the Legende GT would offer the keen driver a better road performance than that provided by the 2.0t Cayman T.
That brings this part of my review to a conclusion. All that remains now is to announce my winner. No prizes for guessing which car has deserved that particular accolade.
Brian.
2021 Alpine A110 Legende GT
The very fact that this car is worthy of comparison with the best of my Caymans, is an achievement in itself. To be in joint second place alongside the iconic Cayman R is a very commendable result indeed, and one which is thoroughly deserved in my opinion. The Alpine A110 in 2021 Legende GT spec is a wonderful driver’s car with all the precision, road feel, and agility of a Lotus, only with considerably more cabin refinement than that offered by the either the Elise or Exige. The Legende GT also provides that elusive X-factor; fun. From the moment you first drive it, you know this car is going to be a pleasurable experience.
I have to admit, I took a calculated gamble buying the 2021 A110 Legende GT. Before deciding, I read the technical specification of this limited edition model very carefully. The Alpine A110 Legende variant had been launched previously by Alpine in 2018-19. The original Legende has the softer suspension of the base model, designated the Pure, with the Legende having a 252bhp version of the 1800cc turbo Megane engine. The 2021 limited edition, designated Legende GT, has all the cabin refinement and equipment of the previous Legende series, but with the addition of a lowered ride height, stiffer springs and dampers, and thicker anti-roll bars as fitted to the A110S. For my purposes, this has proved an ideal combination.
When first considering a return to owning a sports coupe, I had in mind the teasingly announced pre-production Lotus Emira. As the months wore on my interest waned with each passing week. Things went all quiet, then questions began to surface concerning build quality, reliability, and last but not least, when car production would actually commence at the still under construction UK factory. Two year waiting lists were also mentioned. At this point I decided to abandon the Emira idea and go for the Alpine A110. It is after all is said and done a Lotus under the skin. After 1800 miles, I am more than happy with my choice: Delighted even.
Much has already been covered in my earlier posts regarding the cabin layout, comfort, and general chassis dynamics, so I’ll not waste space repeating myself here. What I’ll do instead is list my likes and dislikes. At the end of my review I’ll also provide my insight as to where I think this particular car sits in relation to the current Porsche Cayman.
Likes.
The all aluminium body/chassis construction incorporating double wishbone suspension front and rear with minimal bodywork overhangs at each end. The gross vehicle weight with myself onboard and a quarter tank of fuel, was duly certified at a local weigh-bridge at exactly 1200kgs. You know this is a light car after first driving it for 100 metres. The responsive driver controls being the immediate impression, providing a precision driving machine in every sense of the term.
Cabin refinement is on a par with my Cayman R, a car with which it shares the same minimalist characteristics. The low mounted 6-way manually adjustable heated Sports Comfort seats are very comfortable. They provide excellent side, shoulder, and lumbar support on long journeys without fear of cramps or back aches. The small 340mm diameter fully adjustable leather rimmed steering wheel with 12 ‘o clock marker, is perfectly positioned for comfort and control. A sport mode selector button is positioned on the steering wheel as on 718 Caymans, along with the customary multi function switches on the central spokes. The gear-shift paddles are larger than on PDK Caymans and fixed to the steering column rather than the wheel. I found this configuration ideal, even when exiting road junctions when in manual gear-shift mode. All of these factors contribute to an ideal driving position giving the driver a satisfying sense of a real connection with the road.
A choice of three digital dash displays, Normal, Sport, and Track are all excellent and easy to read. I like the Ferrari, McLaren style push buttons for selecting driving modes D, N, R, and the engine stop/ start button on the central console. All are very convenient to use and a welcome change from the usual central gear-stick and outdated twist engine start arrangement of my previous Caymans.
I particularly liked the piano key switches situated below the 7” central display screen, they are easy to find and a delight to use.
The Legende GT has as standard equipment, electric folding door mirrors, heated seats, rain-sensing wipers, front and rear park assist with reversing camera, lane assist, cruise/speed control, and the Alpine equivalent of Alcantara roof lining. All of which are extra cost items on many Caymans.
The electro-mechanical steering is one of the best I have ever experienced. Power Steering Plus is not on the options list, but in my opinion the Legend GT steering is perfectly weighted for all driving conditions, including high speed and slow manoeuvring. Incidentally, no crabbing of the front wheels apparent either.
The 292 bhp 1798cc 4 cylinder turbocharged Megane Trophy engine and Getrag 7 speed double clutch gearbox is mid-mounted transversely behind the driver. It’s a lively, free-revving unit, and when combined with the sports exhaust produces a throaty rasp and crackle sounding not unlike a BTCC touring car engine. It suits the character of the A110 perfectly. I particularly like the induction roar transmitted to the cabin via an acoustic pipe attached to the rear bulkhead. Boy racer stuff perhaps, but it certainly enhances the fun experience when zipping through the close ratio gearbox on full throttle.
I love the fact that Alpine and Getrag have chosen a fabulous set of short, ultra-close gear ratios for the 7-speed gearbox. The gearing is markedly shorter on the A110 than is provided on any Cayman. This is absolutely spot-on for the power and torque characteristics of this particular engine. On a rough check, the road speeds in the intermediate gears, 1st, 2nd, 3rd, and 4th, at maximum 6750 rpm are approximately 38mph, 62mph, 80mph, and an estimated 100mph. On an empty winding road the A110 is usually using one gear higher than a Cayman. With 320 torques produced from 2000rpm to 6400rpm the A110 simply rockets out of the corners with absolutely zero turbo lag. The close ratio gearbox in manual shifting mode keeps the turbo spooled up at all times, making progress across country a very enjoyable experience. The only occasions when turbo lag is discernible is when in Normal mode and automatic gear shifting is deployed. The default gear mapping in Normal mode always selects the highest gear possible, with the inevitable lag while the turbo catches up with the engine revs after an auto downshift. Being brought up on manual gearboxes I use sport manual shifting on cross country routes. It’s an intuitive thing for me to select the correct gear for the road ahead. The same applies when overtaking. I manually down-shift to the correct gear for the road speed in anticipation of the overtaking manoeuvre ahead. This all comes naturally to me without thinking about it. It is for this reason that I always make it a priority to learn the intermediate gear road speeds at an early stage of taking ownership of a new car. Finally, the A110 is proving surprisingly economical on fuel consumption. An average of 36-38mpg is regularly attainable on cross-country routes.
Dislikes.
There are a few niggles; the windscreen reflections under certain conditions caused by the glossy carbon instrument binnacle and demising ducts are quite obtrusive at first. This is only really apparent when bright sunlight is ahead of the car. Over time, I have become acclimatised to the windscreen reflections.
The three-quarter vision is poor, as is the view provided by the rear view mirror. Great care has to be taken when merging into traffic where three quarter vision is paramount. The door mirrors are also smaller compared to those on a Cayman.
The infotainment package is not to Porsche standards. The sat nav is a clunky affair, without the Google Maps satellite feature I had become so used to on my previous three Porsches. The music feature My Spin is a waste of time. Each of the A110 owners I spoke with also shared the same opinion. The only redeeming feature of the infotainment package is the excellent Focal Premier sound system which to my less than perfect hearing, compared very favourably with the Macan Turbo Bose sound system.
Summary.
The Alpine A110 Legende GT is closest in character to the 987 Cayman R, the principal reasoning behind my awarding it joint second place. The A110 shares an identical wheelbase and has similar steering feel and handling agility as its iconic rival. Without having the opportunity thus far to track test the A110, I am unable to verify how it compares on track pace, but my impressions are that it is at least as quick, if not quicker than the CR. The A110 comes with bog standard street tyres, the Michelin PS4 in modest 18” sizes of 215 X 40 front and 235 X 40 rear. Looking back, my CR also came with street Pirelli P-Zeros, so not much change there.
Being honest, I cannot see many Cayman owners migrating to an Alpine A110. Being a niche model the A110 has not sold in huge numbers. Neither did the CR for that matter. I would say current Cayman 987 owners would be the most likely converts to the Alpine A110 brand. The car has an exclusive rarity factor in its favour, and I would say it especially appeals to drivers who are already familiar with performance driving techniques, and who may already be track day participants. Above all, the A110 is a fun car; these are in very short supply these days.
Price-wise the 2021 A110 Legende GT is an expensive car. In my case the spec included extra cost items; special paint, storage pack, and Alpine Telemetrics, which resulted in an on the road invoice price of £64,807. The closest current Porsche Cayman rival would be the 2.0t Cayman T. Although starting at £51,000, after adding all the standard equipment my car has, plus the special paint etc, the two rivals would be closer together on price. As for driving comparisons, I cannot comment on the Cayman T as I have not driven that particular model, but I would hazard a guess that the Legende GT would offer the keen driver a better road performance than that provided by the 2.0t Cayman T.
That brings this part of my review to a conclusion. All that remains now is to announce my winner. No prizes for guessing which car has deserved that particular accolade.
Brian.
Brian_Innes
Member
And the winner is.......
First Place
2019 Porsche 718 Cayman 2.5t GTS PDK
In a very worthy first place is the best Cayman I have ever owned. The Guards Red 2019 718 Cayman GTS 2.5t PDK with PCCB. In many ways this car was the spiritual successor to my Cayman R. This grossly underrated sports coupe had all the luxurious refinements of a Grand Tourer, while retaining the benchmark handling qualities of the revised 718 Cayman platform. My car had -20mm Sports PASM, mechanical LSD, 9.5J and 10.5J 20” alloy wheels shod with Michelin PS4S tyres. I had also chosen for the first time, Porsche Ceramic Composite Brakes. I chose this expensive option not only for the enhanced braking performance on track days, but primarily for the reduction in unsprung weight on each axle. This important weight factor is often overlooked. Not only are the ceramic discs significantly lighter, but more importantly the all alloy hubs replace the dumbbell-like lumps of iron forming the wheel hubs on stock iron disc brake systems. The resulting lighter loadings on the suspension springs, dampers, and bushings, together with gyroscopic benefits to the steering, make PCCB a very attractive option. I was already in the habit of using two wheel guide studs when removing and replacing the road wheels, so I never experienced any problems with disc chipping damage. The only negative comment I would make on PCCB is that brake pad consumption can be high on braking-heavy race tracks. The ceramic discs stand up fine, but pad wear is significant on both front and rear brakes if track days are your thing. Porsche Torque Vectoring being partly to blame for that.
The 718 Cayman 2.5t GTS handling felt absolutely planted on both road and track. Grip levels were extraordinarily high. Provided you adjusted the geometry settings for track driving, the 718 Cayman GTS demonstrated astonishing standards of stability and agility. The Sports Chrono Plus setting proved ideal for track use, with the 4-dynamic engine and transmission mounts tightening to give the car a secure and connected feeling to the driver at all times. On a twisty, technical track such as Knockhill in Fife, the 718 Cayman GTS reigned supreme. It was a true GT4 and GT3 chaser providing a very satisfying experience for the skilled driver. I absolutely loved this car. It provided me with the the best of both worlds; both track days and touring.
Do I regret selling this car? Indeed I do. At the time circumstances were changing with the announcement of the new 4.0 6-cylinder normally aspirated Cayman engine. I became fearful that the residual value of my GTS would fall through the floor. I had also made the voluntary decision to retire from track day driving due to a progressing medical condition afflicting the grip of my right hand. I therefore decided a change of direction was my best option.
My subsequent one year Macan Turbo ownership proved an interesting interlude. I had never owned an SUV before, and I had plans to tour abroad with the car until the global Covid pandemic shut everything down for us all. As it turned out the Macan Turbo proved a lucrative financial decision, with soaring residual values resulting from both Brexit and the pandemic lockdowns.
My decision to look elsewhere for a return to sports coupe ownership was driven by the lack of appealing choices within the current Porsche model range. The 911 had become much too big and bulky for the narrow Highland roads, as I had already found out with the Macan. I had previously owned five Caymans, and the current 4.0 range was not really my cup of tea. Residual values of pre-owned Caymans were currently sky-high. Besides, I would probably not find another 718 Cayman 2.5t GTS with anything like the spec I had previously owned. So, there lies my rationale for moving brand to my current Alpine A110 Legende GT.
I do still suffer occasional pangs of regret for prematurely selling my 718 Cayman GTS. To paraphrase the opening statement in this final piece, it was quite simply the best car I have ever owned.
Brian
First Place
2019 Porsche 718 Cayman 2.5t GTS PDK
In a very worthy first place is the best Cayman I have ever owned. The Guards Red 2019 718 Cayman GTS 2.5t PDK with PCCB. In many ways this car was the spiritual successor to my Cayman R. This grossly underrated sports coupe had all the luxurious refinements of a Grand Tourer, while retaining the benchmark handling qualities of the revised 718 Cayman platform. My car had -20mm Sports PASM, mechanical LSD, 9.5J and 10.5J 20” alloy wheels shod with Michelin PS4S tyres. I had also chosen for the first time, Porsche Ceramic Composite Brakes. I chose this expensive option not only for the enhanced braking performance on track days, but primarily for the reduction in unsprung weight on each axle. This important weight factor is often overlooked. Not only are the ceramic discs significantly lighter, but more importantly the all alloy hubs replace the dumbbell-like lumps of iron forming the wheel hubs on stock iron disc brake systems. The resulting lighter loadings on the suspension springs, dampers, and bushings, together with gyroscopic benefits to the steering, make PCCB a very attractive option. I was already in the habit of using two wheel guide studs when removing and replacing the road wheels, so I never experienced any problems with disc chipping damage. The only negative comment I would make on PCCB is that brake pad consumption can be high on braking-heavy race tracks. The ceramic discs stand up fine, but pad wear is significant on both front and rear brakes if track days are your thing. Porsche Torque Vectoring being partly to blame for that.
The 718 Cayman 2.5t GTS handling felt absolutely planted on both road and track. Grip levels were extraordinarily high. Provided you adjusted the geometry settings for track driving, the 718 Cayman GTS demonstrated astonishing standards of stability and agility. The Sports Chrono Plus setting proved ideal for track use, with the 4-dynamic engine and transmission mounts tightening to give the car a secure and connected feeling to the driver at all times. On a twisty, technical track such as Knockhill in Fife, the 718 Cayman GTS reigned supreme. It was a true GT4 and GT3 chaser providing a very satisfying experience for the skilled driver. I absolutely loved this car. It provided me with the the best of both worlds; both track days and touring.
Do I regret selling this car? Indeed I do. At the time circumstances were changing with the announcement of the new 4.0 6-cylinder normally aspirated Cayman engine. I became fearful that the residual value of my GTS would fall through the floor. I had also made the voluntary decision to retire from track day driving due to a progressing medical condition afflicting the grip of my right hand. I therefore decided a change of direction was my best option.
My subsequent one year Macan Turbo ownership proved an interesting interlude. I had never owned an SUV before, and I had plans to tour abroad with the car until the global Covid pandemic shut everything down for us all. As it turned out the Macan Turbo proved a lucrative financial decision, with soaring residual values resulting from both Brexit and the pandemic lockdowns.
My decision to look elsewhere for a return to sports coupe ownership was driven by the lack of appealing choices within the current Porsche model range. The 911 had become much too big and bulky for the narrow Highland roads, as I had already found out with the Macan. I had previously owned five Caymans, and the current 4.0 range was not really my cup of tea. Residual values of pre-owned Caymans were currently sky-high. Besides, I would probably not find another 718 Cayman 2.5t GTS with anything like the spec I had previously owned. So, there lies my rationale for moving brand to my current Alpine A110 Legende GT.
I do still suffer occasional pangs of regret for prematurely selling my 718 Cayman GTS. To paraphrase the opening statement in this final piece, it was quite simply the best car I have ever owned.
Brian
Brian_Innes
Member
On technical tracks such as Knockhill and Oulton Park, the 718 Cayman 2.5t GTS was supreme.
Brian
Brian
Wonderful writing again, eloquent and indeed moving.
I am greatly pleased to hear that you are enjoying and are happy with the Alpine. Although you never overtly stated it until the end, your writings on the Macan always seemed to have just a tinge of your trying to convince yourself about the car. Having realised that the Macan didn't do it for you it is wonderful that you have found another car which you can enjoy as much as your Caymans. I do hope two things, one is that you will contribute occasional updates on life with the Alpine, and also that we will meet up again sometime in person.
Graham
I am greatly pleased to hear that you are enjoying and are happy with the Alpine. Although you never overtly stated it until the end, your writings on the Macan always seemed to have just a tinge of your trying to convince yourself about the car. Having realised that the Macan didn't do it for you it is wonderful that you have found another car which you can enjoy as much as your Caymans. I do hope two things, one is that you will contribute occasional updates on life with the Alpine, and also that we will meet up again sometime in person.
Graham
AndrewCS
Active member
[font="arial,helvetica,sans-serif"]Hi Brian,[/font]
[font="arial,helvetica,sans-serif"]Thank you for your excellent accounts and our Cayman times together, if you sometime need a fix then do give me a shout [
][/font]
[font="arial,helvetica,sans-serif"]All the best with the Alpine ... [/font]
[font="arial,helvetica,sans-serif"]Thank you for your excellent accounts and our Cayman times together, if you sometime need a fix then do give me a shout [
][/font][font="arial,helvetica,sans-serif"]All the best with the Alpine ... [/font]
BrianJ said:
Indeed Brian (J). When all the naysayers were banging on about their disappointment with the 718 F-4T Brian was always very complimentary about the positive aspects of the turbo engine in the whole package, on both road and track.
I can only echo what others have said Brian, and as always I look forward to reading your Alpine exploits on this forum.
Jeff
Brian_Innes
Member
Thank you all for your very generous comments on my scribblings on this forum over the past few years. It has given me unbounded pleasure and satisfaction to have my efforts so well received. I am very humbled by your kind words of support.
I shall not outstay the warm welcome extended to me on this Cayman section with A110 topics. As promised at the outset, I shall not be prolonging this thread beyond its initial purpose.
Should anything of note arise either with myself personally or the Alpine A110, I shall post an update accordingly.
Meantime my heartfelt thanks to all my friends in PCGB. It has been an absolute pleasure to meet you at events up and down the UK. I plan to continue my PC membership into 2022 and beyond, provided personal circumstances permit. I shall also post comment on forum threads where I feel my contribution may be helpful.
Take care all, stay safe, and above all, enjoy owning and driving your cars.
Brian.
I shall not outstay the warm welcome extended to me on this Cayman section with A110 topics. As promised at the outset, I shall not be prolonging this thread beyond its initial purpose.
Should anything of note arise either with myself personally or the Alpine A110, I shall post an update accordingly.
Meantime my heartfelt thanks to all my friends in PCGB. It has been an absolute pleasure to meet you at events up and down the UK. I plan to continue my PC membership into 2022 and beyond, provided personal circumstances permit. I shall also post comment on forum threads where I feel my contribution may be helpful.
Take care all, stay safe, and above all, enjoy owning and driving your cars.
Brian.
Brian_Innes
Member
In order to tie up a loose end on the A110 topic; yesterday I had the wheel alignment geometry reset at the Michelin specialist GT Tyres, Forres. As is the usual case with factory geo settings the cambers and toe readings were all over the place. I had downloaded the recommended geo settings from Life 110 relating to my model of A110 which has the -18mm lowered ride height of the A110S. I decided to give these a try as they were practically identical to the geo settings I had successfully used on my 718 Cayman GTS.
While the car was up on the ramp I had the ideal opportunity to properly inspect the underside of the car. The Lotus designed all aluminium double wishbone suspension uses a combination of eccentric bolts and track rod adjustments front and rear. It was the rear adjustments that took my attention straight away. The Cayman has a problem with using eccentric bolts for camber and toe on the rear. Invariably, the rear camber settings are compromised due to the restricted adjustments available on the eccentric toe adjustment. In many cases, depending upon the car's manufacturing tolerances, owners cannot achieve the ideal negative camber on the rear because there is insufficient adjustment on the eccentric toe bolt.
On the A110 this is not a problem due to a very neat rear track rod adjuster for setting the appropriate toe-in for the chosen negative camber. A photo will follow.
You will see from the before and after geo print-outs that significant changes have been made from the stock factory settings, with particular attention to the front and rear toe settings. In my experience too much toe has been set on front and rear axles as supplied by the factory. The front axle negative camber has been increased from -0' 21", to -1' 30". I decided to utilise the maximum +- tolerance as provided by Life110 for the front toe, 0" 06" each side giving a total front toe-in of 0' 12". With such a light car as the A110, I was afraid of making the car too spooky on the steering in strong cross winds. The A110 I discovered is affected by cross winds more than the Cayman due to its considerably lighter front end.
Its early days still to see what effect these geo changes have made to the driving experience, but on the short 5 mile drive home the car felt absolutely planted. The true picture will evolve in the fullness of time. A proper appraisal shall only achievable on the track. That is a topic for another time.
Some photos follow.
Brian
While the car was up on the ramp I had the ideal opportunity to properly inspect the underside of the car. The Lotus designed all aluminium double wishbone suspension uses a combination of eccentric bolts and track rod adjustments front and rear. It was the rear adjustments that took my attention straight away. The Cayman has a problem with using eccentric bolts for camber and toe on the rear. Invariably, the rear camber settings are compromised due to the restricted adjustments available on the eccentric toe adjustment. In many cases, depending upon the car's manufacturing tolerances, owners cannot achieve the ideal negative camber on the rear because there is insufficient adjustment on the eccentric toe bolt.
On the A110 this is not a problem due to a very neat rear track rod adjuster for setting the appropriate toe-in for the chosen negative camber. A photo will follow.
You will see from the before and after geo print-outs that significant changes have been made from the stock factory settings, with particular attention to the front and rear toe settings. In my experience too much toe has been set on front and rear axles as supplied by the factory. The front axle negative camber has been increased from -0' 21", to -1' 30". I decided to utilise the maximum +- tolerance as provided by Life110 for the front toe, 0" 06" each side giving a total front toe-in of 0' 12". With such a light car as the A110, I was afraid of making the car too spooky on the steering in strong cross winds. The A110 I discovered is affected by cross winds more than the Cayman due to its considerably lighter front end.
Its early days still to see what effect these geo changes have made to the driving experience, but on the short 5 mile drive home the car felt absolutely planted. The true picture will evolve in the fullness of time. A proper appraisal shall only achievable on the track. That is a topic for another time.
Some photos follow.
Brian
Brian_Innes
Member
The Lotus designed all aluminium double wishbone suspension on the rear off-side of the A110. The toe adjustment is clearly accessible by the rear track rod arrangement. The blue marks on the eccentric bolts for the camber adjustments are mine. The orange marks are from the factory assembly.
Brian
Brian
Brian_Innes
Member
Before adjustment.
Apologies. I'm having difficulties uploading the correct graph. I'll try again later.
Brian
Apologies. I'm having difficulties uploading the correct graph. I'll try again later.
Brian
Brian_Innes
Member
After adjustment.
Apologies. I'm having difficulty uploading the correct graph. To be tried again later.
Brian
Apologies. I'm having difficulty uploading the correct graph. To be tried again later.
Brian
Adrian Thompson
New member
It seems a lot of A110 owners are finding their geometry setup somewhat arbitrary. Life110 has a free download with their recommended settings which would be interesting to compare with your final version.
They also have revised paddle shifters which extend down about another 20mm which work well.
They also have revised paddle shifters which extend down about another 20mm which work well.
Brian_Innes
Member
Here is the A110 geo graph before adjustment. Note the extreme toe values on front and rear axles.
Brian
Brian
Brian_Innes
Member
The A110 geo graph after adjustment.
These settings are in accordance with those recommended by Life110 on their free download for Fast Road and Track for my model of A110.
Brian
These settings are in accordance with those recommended by Life110 on their free download for Fast Road and Track for my model of A110.
Brian
they keep tweaking this car, maybe I might try one now I canceled the Emira !!
new updates !!
Starting at the top, the new A110S has been given a thorough overhaul in terms of its chassis setup which aims to more definitively separate the S from its less focused models. This starts with new springs which are 50 percent stiffer than the outgoing units, paired to recalibrated dampers. The anti-roll bars are now 100 per cent stiffer while also being lighter thanks to a new hollow construction, there are new hydraulic bump stops, and the body now sits 4mm lower on its uprights.
you can even spec an aero kit with real downforce and Cup 2's !
new updates !!
Starting at the top, the new A110S has been given a thorough overhaul in terms of its chassis setup which aims to more definitively separate the S from its less focused models. This starts with new springs which are 50 percent stiffer than the outgoing units, paired to recalibrated dampers. The anti-roll bars are now 100 per cent stiffer while also being lighter thanks to a new hollow construction, there are new hydraulic bump stops, and the body now sits 4mm lower on its uprights.
you can even spec an aero kit with real downforce and Cup 2's !
Brian_Innes
Member
Dylan,
Thank you for your interest in my scribblings, particularly as you are awaiting delivery of a new 4.0 GTS. The excitement will be building.
My reasoning for moving to the Alpine A110 was purely a personal choice, having owned 5 Caymans in the past covering a period of 12 years it satisfied a desire to try something different. Caymans are all brilliant cars, and in my case have provided an involving and thrilling driving experience on both road and track.
I was deeply disappointed when Porsche discontinued the 2.5t engine in the Cayman GTS. Having just purchased a 2019 Gasoline Particulate Filter model of the GTS which in my opinion had also benefited from a few in-house tweaks in the PASM and sports exhaust systems, the car had such great potential ahead of it for further development of the superbly torquey 4-pot turbo engine. The PDK gearing was spot-on, and combined with the -20mm Sports PASM, the car was a formidable performer on the track.
I fully expected Porsche to continue with the 6-cylinder normally aspirated engine in the 982 GT4, and the decision to develop a new 4.0 was entirely correct in that particular case. When Porsche announced the 2020 MY Cayman GTS would now have a de-tuned version of the 4.0, I was astonished at this missed opportunity to further the development of the 2.5t as a performance engine ideally suited to a Grand Touring Sports car. With a bit more development in the heat management of the engine compartment, eg, replacing the rear quarter-light windows with air ducts as on the A110, now belatedly introduced on the recently launched 982 GT4RS, potential problems with heat build-up within the engine bay would have been addressed.
In my personal opinion, I think the real reason Porsche chose to fit a de-tuned 4.0 in the Cayman GTS, rather than a further tweaked 2.5t, was to make absolutely sure that the GTS did not in any way threaten to close the gap to the GT4 in the performance stakes. In my track day experience with the 2.5t GTS it had superior torque exiting hairpin corners compared to any GT4 I came across. I had to lift-off the throttle if I found myself behind a GT4 exciting a hairpin bend. The long gearing of the GT4 and the relatively peaky torque curve was no match for the flying 2.5t GTS PDK.
To answer your question as to why the 4.0 GTS is "not my bag", I shall stay this; for my touring purposes, also the type of roads in my locality, I did not consider a long-geared 4.0 normally aspirated engine the ideal match for my requirements. I prefer a light nimble chassis combined with a short-geared close-ratio double-clutch gearbox. In this regard the Alpine A110 Legende GT ticks all of my boxes. For example, earlier this week I had a thrilling drive in my A110 in the dark, returning from an appointment in Aberdeen via the A941 Cabrach route from Rhynie to Craigellachie. I have driven this route innumerable times in all of my Caymans, and I can say without any reservations that the A110 performed with equal precision and pace as the very best of my Caymans. The agility, the short-gearing, the close-ratios, all synchronise in concert with the 292bhp, 320Nm, 1122kg car that Alpine have so studiously developed. If only Porsche had followed a similar path with the 2.5t GTS I would still probably be a Cayman owner today. Incidentally, Alpine specialists, Life110, offer an excellent range of modifications that further enhance the driving enjoyment for the keen driver.
I hope this answers your question Dylan, and I am sure you will enjoy driving your new CGTS 4.0. Horses for courses.
Just to conclude my piece on the camber and toe adjustments, I attach a photo of the front axle negative camber after adjustment. The camber tilt clearly visible, as is the wide track of the A110 filling the wheel arches.
Brian
PS. I am delighted Mr Demon is showing an interest in the A110. The model is still being evolved, and take it from me as a new owner, it is one hell of a driver's car. The more I drive my A110, the more I am enjoying it.
Thank you for your interest in my scribblings, particularly as you are awaiting delivery of a new 4.0 GTS. The excitement will be building.
My reasoning for moving to the Alpine A110 was purely a personal choice, having owned 5 Caymans in the past covering a period of 12 years it satisfied a desire to try something different. Caymans are all brilliant cars, and in my case have provided an involving and thrilling driving experience on both road and track.
I was deeply disappointed when Porsche discontinued the 2.5t engine in the Cayman GTS. Having just purchased a 2019 Gasoline Particulate Filter model of the GTS which in my opinion had also benefited from a few in-house tweaks in the PASM and sports exhaust systems, the car had such great potential ahead of it for further development of the superbly torquey 4-pot turbo engine. The PDK gearing was spot-on, and combined with the -20mm Sports PASM, the car was a formidable performer on the track.
I fully expected Porsche to continue with the 6-cylinder normally aspirated engine in the 982 GT4, and the decision to develop a new 4.0 was entirely correct in that particular case. When Porsche announced the 2020 MY Cayman GTS would now have a de-tuned version of the 4.0, I was astonished at this missed opportunity to further the development of the 2.5t as a performance engine ideally suited to a Grand Touring Sports car. With a bit more development in the heat management of the engine compartment, eg, replacing the rear quarter-light windows with air ducts as on the A110, now belatedly introduced on the recently launched 982 GT4RS, potential problems with heat build-up within the engine bay would have been addressed.
In my personal opinion, I think the real reason Porsche chose to fit a de-tuned 4.0 in the Cayman GTS, rather than a further tweaked 2.5t, was to make absolutely sure that the GTS did not in any way threaten to close the gap to the GT4 in the performance stakes. In my track day experience with the 2.5t GTS it had superior torque exiting hairpin corners compared to any GT4 I came across. I had to lift-off the throttle if I found myself behind a GT4 exciting a hairpin bend. The long gearing of the GT4 and the relatively peaky torque curve was no match for the flying 2.5t GTS PDK.
To answer your question as to why the 4.0 GTS is "not my bag", I shall stay this; for my touring purposes, also the type of roads in my locality, I did not consider a long-geared 4.0 normally aspirated engine the ideal match for my requirements. I prefer a light nimble chassis combined with a short-geared close-ratio double-clutch gearbox. In this regard the Alpine A110 Legende GT ticks all of my boxes. For example, earlier this week I had a thrilling drive in my A110 in the dark, returning from an appointment in Aberdeen via the A941 Cabrach route from Rhynie to Craigellachie. I have driven this route innumerable times in all of my Caymans, and I can say without any reservations that the A110 performed with equal precision and pace as the very best of my Caymans. The agility, the short-gearing, the close-ratios, all synchronise in concert with the 292bhp, 320Nm, 1122kg car that Alpine have so studiously developed. If only Porsche had followed a similar path with the 2.5t GTS I would still probably be a Cayman owner today. Incidentally, Alpine specialists, Life110, offer an excellent range of modifications that further enhance the driving enjoyment for the keen driver.
I hope this answers your question Dylan, and I am sure you will enjoy driving your new CGTS 4.0. Horses for courses.
Just to conclude my piece on the camber and toe adjustments, I attach a photo of the front axle negative camber after adjustment. The camber tilt clearly visible, as is the wide track of the A110 filling the wheel arches.
Brian
PS. I am delighted Mr Demon is showing an interest in the A110. The model is still being evolved, and take it from me as a new owner, it is one hell of a driver's car. The more I drive my A110, the more I am enjoying it.
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