Jaguar F-Type VS Alpine A110
- Natural handling
- Punchy engine
- Fun to drive
- No reversing camera
- Some absurd options
- Small boot
- Modest safety tech
- So-so warranty
There's an old automotive saying that says “only milk and juice comes in two litres”, but that’s not the case anymore. Now, you can get liquid fun in a 2.0-litre mechanical package, too.
That’s because of cars like this, the new 2018 Jaguar F-Type, which has seen the addition of a new four-cylinder engine that still packs plenty of power and torque, is lighter than its big-engine siblings, and – perhaps best of all – in base model guise, is more affordable than any F-Type to date.
Sounds promising, huh? Well, there are some really convincing parts to this car – but also some things that are downright questionable.
Allow me to explain…
|Fuel Type||Premium Unleaded Petrol|
Dieppe. A pretty seaside community on the northern French coast. Established a mere thousand years ago, it's copped a hammering in various conflicts, yet retained its beautiful 'marine promenade', a handy reputation for top-notch scallops, and for the last 50-odd years, one of the world's most respected performance carmakers.
Alpine, the brainchild of one Jean Rédélé - racing driver, motorsport innovator, and automotive entrepreneur - is still located on the southern edge of town.
Never officially imported into Australia, the brand is virtually unknown here to all but committed enthusiasts, with Alpine having an illustrious rally and sportscar racing back-story including victory in the 1973 World Rally Championship, and the 24 Hours of Le Mans in 1978.
Rédélé was always committed to Renault, with the French giant eventually buying his company in 1973, and continuing to produce brilliant, lightweight road and racing Alpines until 1995.
After a close to 20-year hibernation, Renault reanimated the brand in 2012 with the stunning A110-50 concept racing car, and then the two-seat, mid-engine machine you see here, the A110.
It's clearly inspired by the Alpine of the same name that wiped the rallying floor clean in the early 1970s. Question is, does this 21st century version build or bury that car's iconic reputation?
|Engine Type||1.8L turbo|
|Fuel Type||Premium Unleaded Petrol|
The 2018 Jaguar F-Type in four-cylinder spec is a very intriguing option in the sports car segment.
It’s clearly not without its faults, but the entry-grade engine offers a thought-provoking alternative to the pricier supercharged V6 and V8 versions.
Would you consider a four-cylinder Jaguar F-Type? Let us know in the comments section below.
Don't let the overall score fool you. The Alpine A110 is an instant classic. While practicality, safety and ownership costs don't set the world on fire, it delivers a driving experience that makes everything right with the world every time you get behind the wheel.
Would you like an Alpine A110 in your toy box? Tell us what you think in the comments section below.
The most interesting thing about the F-Type four-cylinder model is that it’s almost indistinguishable as being the most affordable version in the range.
I mean, unless you know that the trapezoidal central tailpipe is the only real giveaway (and the noise that comes out of it, for that matter!), you’d be hard-pressed to notice a difference. That’s because most F-Type buyers add heaps of styling options.
For instance, the cars we drove at the launch of the new model were all the R-Dynamic version, which exchanges the newly developed 18-inch light alloy wheels for bigger, heavier 19s. And then—why not?—those 19s were changed again for a different looking set of 19s, but still wore Pirelli P-Zero tyres.
It still sits low and looks mean, and the newly added LED headlights with LED daytime running lights are quite fetching, even if their addition has meant the front-end looks less cat-like than before.
It’s still a stunner, though – even more than four years after its launch.
The final example of the original Alpine A110 rolled out of the Dieppe plant in 1977, and despite more than four decades separating it from this newcomer, the 2019 A110 is effectively a new-generation version.
Much more than a tip of the hat to a special predecessor, the new A110 perfectly updates the distinctive, purposeful look of its not-so-ancient ancestor.
In fact, head of the A110 design team, Antony Villain says, "We wondered; if the A110 never went away, if this new car was the sixth or seventh generation A110, what would it look like?"
Appropriately finished in a very French shade of 'Alpine Blue', our test example was one of 60 'Australian Premiere Edition' cars, and the design is full of intriguing details.
At just under 4.2m long, 1.8m wide, and only a touch over 1.2m high the two-seat A110 is compact to say the least.
It's raked LED headlights and round fog lights are recessed into the markedly curved nose in a complete and unabashed reload, with circular LED DRLs accentuating the throwback effect.
The overall look of the carefully scalloped bonnet is also familiar, with a huge under-bumper grille and side ducts creating an air curtain along the front wheel wells to finish off the treatment with a focused, technical touch.
A steeply raked windscreen runs up to a small turret with a broad channel running down its entre, and the flanks are narrowed by a lengthy, aero-influenced indent.
A case study in tightly wrapped surfacing, the rear-end is equally taut, with elements like 'X-shaped' LED tail-lights, tightly curved rear screen, single central exhaust outlet and aggressive diffuser continuing the expressive design theme.
Aero efficiency is a major influence, and as well as the diffuser careful inspection of the rear side window reveals a neat duct at its trailing-edge funnelling air to the mid/rear-mounted engine, and the underbody is smoothed near flat. An overall drag co-efficient of 0.32 is impressive for such a small car.
The A110 also proudly wears its French heart on its sleeve, with an enamel version of Le Tricolore attached to the C-pillar (and various points around the interior).
Eighteen-inch Otto Fuchs forged alloy rims fit the car's style and proportions perfectly with body-colour matching blue brake calipers poking through the delicate split-spoke design.
The interior is all business with racy Sabelt one-piece bucket seats setting the tone. Trimmed in a combination of quilted leather and microfibre (which extends to the doors) they are separated by a floating, flying buttress-style console housing key controls above and a storage tray (including multi-media inputs) below.
Highlights include cool body-colour panels in the doors, a Ferrari-like push-button gear selection set-up, slender alloy manual shift paddles attached to the steering column (not the wheel), matt carbon-fibre accents on the console and around the circular air vents, and a 10.0-inch TFT digital instrument cluster (which morphs to suit Normal, Sport or Track modes).
The A110's chassis and body are made from aluminium, with a brushed form of that material adorning everything from the pedals and perforated passenger footrest to multiple dash trim pieces.
Quality and attention to detail is outstanding to the point that just getting in the car feels like a special occasion. Every time.
You don’t buy a Jaguar F-Type if you’re after the last word in practicality. It’s not a pragmatic purchase – but for its, er, type, it’s a reasonably practical space.
The F-Type still has some useful elements to the cockpit, including a decent centre console bin between the seats, a small mesh pocket above that, two cupholders, and a reasonable glove box. The door pockets have bottle holders, and a little extra storage besides.
As it has been made clear before, the F-Type has a boot that is almost small enough to rule out a long weekend trip, particularly in the convertible. The drop-top’s boot capacity is 196 litres, and is interfered with by a spare wheel, while the coupe has up to 407L of space (if you’re going beyond the parcel shelf; otherwise, it’s a 315L hold).
It’s purely a two-seater, so there are no top-tether or ISOFIX child-seat anchor points. If you’re particularly tall, you might find yourself a bit cramped.
Believe it or not, vanity mirrors are optional. I mean, I know the slimline visors are pretty hopeless, but sheeeeeeesh.
Practicality is the oil to a two-seat sports car's water. If you want day-to-day functionality, look elsewhere. Quite rightly, the Alpine A110 puts driver engagement at the top of the priority list.
That said, with limited real estate to work with the car's development team has made it liveable, with a surprising amount of boot space included, and modest storage options snuck in around the cabin.
The heavily-bolstered, high-sided sports seats, necessitate use of the 'one hand on the A-pillar and swing in/out' technique for entry and exit, which won't suit everyone. And once inside several things are missing.
Glove box? No. If you need to refer to the owner's manual or grab the service book, they're housed in a small satchel attached to the bulkhead behind the driver's seat.
Door pockets? Forget it. Cupholders? Well, there's one, it's tiny, and located between the seats where only a double-joined circus contortionist could reach it.
There is a long storage bin under the centre console, which is helpful, although it's hard to reach in and actually extract things placed in it. Media inputs run to two USBs, an 'aux-in' and an SD card slot, but their location at the front of that lower storage area is tricky, and there's a 12-volt outlet just in front of the unreachable cupholder.
However, if you and a passenger want to head off on a weekend road trip, amazingly, you can take some luggage with you. With the engine located between the axles there's room for a 96-litre boot at the front and a 100-litre boot at the rear.
We managed to fit the middle (68-litre) hard suitcase from our three-piece set (35, 68 and 105 litres) in the broad but relatively shallow front boot, while the wider, deeper, but shorter rear boot is best for soft bags.
Another missing item is a spare tyre, with a neatly packaged repair/inflator kit your only option in the case of a puncture.
Price and features
The entry-grade F-Type four-cylinder models are priced at $107,012 for the coupe, while the convertible model adds $18,000 to the asking price ($125,712). Both are automatic – there’s no manual option.
To contextualise that, if you want the supercharged V6 engine instead, you’ll need to spend $126,212 for one with an automatic transmission (there’s a cheaper manual version, which is five grand less).
Standard equipment for the four-cylinder model includes new light alloy 18-inch wheels, LED headlights with LED daytime running lights, part-leather sports seats with electric adjustment, a leather-wrapped steering wheel, aluminium interior trim elements, keyless ignition and auto headlights/wipers.
A lot of premium brands are adding heaps of equipment to their cars to keep sales ticking over. Jaguar, though, continues to take buyers for a walk down to path to the old Ripoff Pool in terms of optional extras.
Believe it or not, Jaguar asks you to spend more for dual-zone climate control ($1040), keyless entry ($1200), and even a reversing camera. Yes – you read that right: a modern-day car company has the audacity to ask buyers to option a potentially life-saving reversing camera, and at a cost of $1080, too. Rear parking sensors are standard... which is something.
See the safety section below for more disgust on that.
If you’re looking at a Jaguar F-Type, other vehicles that could be on your shopping list include the Porsche 718 Boxster convertible and Porsche 718 Cayman coupe, the Alfa Romeo 4C and the Lotus Exige – all of which arguably have a harder edged sporting intent to them than this car.
At $106,500 before on-road costs the Alpine A110 Australian Premiere Edition competes with an interesting range of similarly specified lightweight two-seaters.
The first that springs to mind is the achingly beautiful, mid-engine Alfa Romeo 4C Coupe at $89,000. For some, its exotic carbon chassis is underpinned by a too-firm suspension and the unassisted steering is difficult to deal with. For others (including me) it offers an exceptionally pure driving experience (and those that can't cop its physical nature need to harden up).
Lotus founder Colin Chapman's engineering philosophy, "Simplify, then add lightness" is alive and well in the form of the Lotus Elise Cup 250 ($107,990), and less than $10k more than the A110's MRRP delivers access to Porsche's thoroughbred 718 Cayman ($114,900).
Of course, part of the A110's substantial price tag relates to its all-alloy construction and the low-volume production techniques required to execute it. Not to mention development of an all-new design and global kick-start of a respected but dormant brand.
So, it's not all about bells and whistles, but for the record, a breakdown of this lightweight screamer's standard equipment list includes: 18-inch forged alloy rims, an 'Active-valve' sports exhaust system (with engine noise aligned to drive mode and speed), brushed aluminium pedal covers and passenger footrest, leather-trimmed Sabelt one-piece sports seats, auto LED headlights, satellite navigation, climate control air, cruise control, rear parking sensors, and electric heated, folding wing mirrors.
The 'Alpine Telemetrics' driving data system provides (and stores) real-time performance metrics including power, torque, temperatures, and turbo pressure, as well as lap times for track day warriors. And you'll also pick up a leather and microfibre-trimmed sports steering wheel (complete with 12 o'clock marker and Alpine Blue topstitching), stainless steel door sills with Alpine branding, dynamic (scrolling) indicators, auto rain-sensing wipers, and a 7.0-inch multimedia touchscreen including 'MySpin' mobile phone connectivity (with smartphone mirroring).
Audio comes from French specialist Focal, and although there are only four speakers, they're special. The main (165mm) speakers in the doors use a flax cone structure (flax sheet sandwiched between two glass fibre layers) and (35mm) aluminium/magnesium inverted dome tweeters sit at either end of the dashtop.
Certainly enough to be going on with, but at more than $100k we'd expect to see a reversing camera (more on that later), and the latest safety tech (more on that later, too).
Engine & trans
The F-Type’s 2.0-litre turbocharged four-cylinder petrol engine is one of the more potent engines of this type out there, with a solid 221kW of power (at 5500rpm) and 400Nm of torque (from 1500-4500rpm).
It is only available in rear-wheel drive, and only with an eight-speed automatic with paddle-shifters. For reference, the supercharged V6 can be had with a six-speed manual and rear-drive, while the supercharged V8 is auto and all-wheel drive only.
Jaguar claims a 0-100km/h time of 5.7 seconds, which is sprightly, if not manic, and a top speed of 250km/h… not that you’ll ever find it in Australia.
Alpine has modified the intake manifold, exhaust and overall calibration, but the big difference here is that although it's still transversely mounted, in the Alpine the engine sits in a mid/rear position and drives the rear wheels (rather than in the R.S.'s nose driving the fronts).
Featuring direct injection and a single turbo it produces 185kW at 6000rpm, and 320Nm of torque from 2000-5000rpm, compared to 205kW/390Nm in the Megane R.S. But the Alpine's 356kg weight advantage means it boasts a 169kW/tonne power-to-weight ratio, while the Megane sits at 141kW/tonne.
Drive goes to a Getrag-sourced seven-speed (wet) dual-clutch auto transmission, with Alpine-specific ratios inside.
Jaguar claims fuel consumption of 7.2 litres per 100 kilometres for the F-Type four-cylinder model, which is more frugal than the supercharged V6 and throbbing V8 models by some margin.
Over our loop, which involved a good stint of spirited driving, some freeway cruising and some Sydney traffic, we saw 9.9L/100km. I think that’s totally acceptable.
Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 6.2L/100km, the 1.8-litre four emitting 137g/km of CO2 in the process.
Over close to 400km worth of often 'enthusiastic' driving, taking in city, suburban and freeway running we recorded an average of 9.6L/100km.
Definitely a miss, but not bad when you consider we hit the off switch for the standard stop-start system on a consistent basis and regularly took advantage of the accelerator pedal's ability to move towards the floor.
Minimum fuel requirement is 95 RON premium unleaded, and you'll need just 45 litres of it to fill the tank.
While I might have some serious qualms about the brand’s priorities in terms of specs and standard safety kit, there’s no doubt you get what you pay for in terms of performance.
Wait, you could read that the wrong way… I’m not saying that because you’re choosing the most affordable F-Type that you’re getting the most budget-feeling drive experience. This is still a truly sporty car – in fact, it’s more of a purist offering than the muscle monsters that are the supercharged V6 and V8 models.
That’s because it’s lighter, and it truly feels more agile than those cars.
With 52kg less weight to contend with, the four-cylinder is more pointable in corners, and that lower kerb weight makes for a natural driving experience.
In the gruntier models you can spend time trying to catch the car’s balance in the bends, but not in the four-cylinder – it has beautiful balance, holding a line very nicely. That’s enough you make it feel like you’re sewing a smooth ribbon through a series of corners, where in the V8 model you might end up making a zig-zag stitch. It goes well, and stops terrifically, too.
The ride is firm, but it’s a sports car, so that’s excusable. You will notice more of the bumps in the convertible, the body of which has been stiffened up to deal with the lack of a fixed roof. And while you will notice big lumps in the road, and you’ll hear and feel potholes, it’s never annoyingly uncomfortable.
After spending a few hours in the car, I think it’d be the ideal coastal cruiser… you just might have to make it a day trip rather than a weekend away because of that teeny-weeny boot.
If it were my money and I was set on a F-Type four-pot I’d buy the coupe, because it is more resolved on patchy road surfaces and has a bigger boot. If you want the wind in your hair, just wind down the windows.
Weighing at just 1094kg (target weight was 1100kg), with a 44:56 front-to-rear weight distribution, the all-aluminium A110 is every millimetre the mini-supercar you'd hope it to be.
It only takes two to three rotations of the Alpine's wheels to realise it's exceptional. The Sabelt seat is superb, the chunky steering wheel perfect, and the engine instantly eager to get on with it.
The electro-mechanical power-assisted steering feels just right from the first corner. The rack is quick and road feel is intimate without the crashy feedback penalty paid by the Alfa 4C.
Engage launch control and you're blasting from 0-100km/h 4.5sec, with the engine adding a suitably raucous backing track, a full charge of air rasping through the inlet manifold just behind your ears. Spinning up to the close to 7000rpm rev ceiling is pure pleasure, with peak torque available from just 2000rpm all the way to five grand.
Pressing the wheel-mounted 'Sport' button sharpens gearshifts and holds low ratios for longer, with the already slick dual-clutch really getting its race face on. Hold in the down lever in manual mode and the transmission will instantly shift through to the lowest gear engine revs will allow, the Active-valve sports exhaust chipping in with rude pops and bangs on the over-run. 'Track' mode is even more hardcore, allowing a greater element of slip in cornering. Brilliant.
The engine's mid/rear location delivers a low roll-centre and the double wishbone suspension set-up (front and rear) manages to combine super-sharp dynamic response with a surprisingly civilised ride.
Alpine says the A110's light weight and ultra-rigid chassis mean its coil springs can be reasonably soft and anti-roll bars light so even our truly ordinary urban blacktop doesn't cause too much distress.
The A110 is beautifully balanced, amazingly agile, and satisfyingly precise. Weight transfer in quick cornering is managed to perfection, the car remaining stable, predictable and hugely entertaining.
Grip from the Michelin Pilot Sport 4 rubber (205/40 fr - 235/40 rr) is tenacious, and the torque vectoring system (by braking) quietly keeps things pointing in the right direction if an over-zealous pilot begins to overstep the mark.
Despite the A110's modest kerb weight braking is professional grade. Brembo provides ventilated 320mm rotors (front and rear) with four-piston alloy calipers at the front and single-piston floating calipers at the rear. They're progressive, powerful and consistent.
The only downsides are a clumsy multimedia interface, and the annoying lack of a reversing camera. But who cares, this car is amazing.
This is a hard criterion to score it against. There has never been a Jaguar F-Type flung against various objects at different speeds to ascertain a safety score, so we can’t give it a hat-tip for a strong ANCAP or EuroNCAP score.
And the lack of a standard-fit reversing camera is one of the most absurd things we’ve encountered in a high-end car for a bloody long time. But it's not unusual - you've got to pay for a reversing camera in a Porsche 718 Cayman or Boxster, too.
For what it’s worth, you can option the further safety of lane-keeping assist and driver fatigue monitoring. Blind-spot monitoring and rear cross-traffic alert are optional as well – you can get all of those bits in a pack, if you like, for the sum of $2210.
But honestly, a reversing camera being a $1080 option is simply disgusting on a car that has rearward vision as poor as this one does.
F-Types come with six airbags in the coupe and four in the convertible.
In terms of active safety, the A110's sheer dynamic ability will help you avoid an unfortunate incident, and specific tech includes ABS, EBA, traction control, stability control (disconnectable), cruise control (with speed limitation) and hill-start assist.
And when it comes to passive safety you're protected by an airbag for the driver and one for the passenger. That's it. Weight-saving, eh? What can you do?
The Alpine A110 hasn't been assessed for safety performance by ANCAP or EuroNCAP.
The standard warranty offered on the Jaguar range is three years/100,000km, and it includes roadside assist for that period. There’s the option of an extended warranty up to five years/200,000km in total, too.
The F-Type attracts Jaguar’s free servicing campaign – so, according to the company’s website, you won’t have to pay a single dollar for standard scheduled servicing over the first five years/130,000km. Maintenance is due every two years or 26,000km.
The Alpine A10 is covered by a three-year/100,000km warranty with a twist. According to Alpine, the first two years are covered for unlimited kilometres. And if at the end of the second year total kilometres remain less than 100,000, the warranty continues into a third year (still to an overall cap of 100,000km).
So, you can sail over the 100,000km mark in the warranty's first two years, but that means you won't get a third.
Complimentary roadside-assist is provided for 12 months, continuing for up to four years if your Alpine is regularly serviced at an authorised dealer.
There are currently three dealers only – one each in Melbourne, Sydney and Brisbane – and service is recommended every 12 months/20,000km, with the first two costing $530 each, and the third ramping up to $1280.
You'll also need to factor in a pollen filter ($89) at two years/20,000km and accessory belt replacement ($319) at four years/60,000km.