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Jean-Pierre Nicolas and Alpine |
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A large carreer as Alpine driver |
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Entered at Alpine in 1968, after many exploits on R8 Gordini,
Jean-Pierre Nicolas remained faithful to Alpineuntil 1976, taking part
in most of adventure. From R8 to A310, he all drove them: 1300, 1600,
1800, 1860, A310 4 cylinders, the protos A210 and even R12 and R17 Gordini.
Here thus some memories on these models :
- Renault 8 Gordini
I knew several version of it. When we obtain the gearbox 5, it was
a great innovation, I believe that only Alfa-Romeo of the time had
gearboxes 5. It was as today the cars which have gearboxes 6. In final
speed, it was similar, but with less holes between the gear ratios.
In road behavior or braking, there was hardly difference between the
1100 and the 1300. As for the protos 1440, then there they was straightforwardly
protos Alpine with case R8! The engine made in the 150cv, but not
easier to exploit because all was in proportional: lighter body (aluminum
frame), better distribution of the masses (radiator to front, as on
the Alpine). The power, that isn't a problem, we come out better of
the difficult situations. (Auto Passion # 112)
- Alpine A110
What made the force of this car, it was its weight/power ratio, around
650 kg; last group 4, the 1860 DC, had around 185cv, always with 650
to 700 kg, therefore they was cars splendid to drive. All the versions
had their charm, and each one corresponded to the best car during
a given time. The first that I droved it was the 1150cc, in 1967.
An extraordinary car ! Then, the 1300, as those with which I finished
3rd in Monte-Carlo Rally (1970?) behind both official Porsche, and
then the 1600 and the the 1800... Each one during time, all was balanced
and homogeneous. With the Tour de Corse 1975, with the 1860 Group
4, a formidable car, I finished 2nd with 30 " of Darniche on
Lancia Stratos. I should have win but we had made the error to use
too small tanks, kind to put 20 liters of gasoline during the long
special! But today, like car of the collection, for me, most beautiful
Alpine, it would be the 1600S of series, in blue metal, of 1971, 72,
without rims nor widened wings. I would like to have one of them.
(Auto Passion # 112)
The 1300S was balanced perhaps a little better. The arrival of the
R16 engine, heavier and higher, penalized the behavior of the 1600.
But, soon, we found the adjustments adapted to the car. The evolution
was always progressive and there never was brutal modification, except
during the assembly of the large brakes of R16: that was certainly
one of the most significant improvements of Berlinette. (Auto-Passion
# 40)
Berlinette has to be drove only slippings... but not too much! It
is necessary to seek to anticipate unhooking. When the back uncouples,
we hold it with the accelerator while against-directing. At the exit,
it does not have any more but to gradually give the wheels straight
on. When it slips, it is caught up with so easily that it is a play!
It is with 1440 version that we reached competitiveness necessary
to undertake an international career. We had then work to develop
the 1600. It was a very different engine: exhaust system and admission
were reversed, there was more weight with the back. Berlinette 1600
was a truck whereas the 1440 was a bicycle, said one while exaggerating.
In fact, we realized throughout the career of Berlinette that the
more we give power, the more it was easy to drive. At Monte-Carlo
1973 Rally, the pilots had of the 1800 model with 185cv and did not
regret the 1440. (Auto-Passion # 40)
-
Alpine A210/220
In my rare experiments in circuit, I made the 24 Heures du Mans
1968 with the proto A210 1000cc with Andruet. We won the Indice
de Performances. And the 1969 A220 3 liters models with Jean-Luc
Therier. Le Mans race was a part of the contract at Alpine, but
I did not go there with enthusiasm. But in 1968, it was very moving
for me to be at the start. The race, after events of May 68, had
been deferred in september; that meant that night was longer and
it had rained a long time. Result, as pilots of rally, on wet and
the night, Andruet and me were rather at ease, and the car, with
its 1000cc, was not penalized compared to the poweful cars, on the
contrary. On wet circuit, one rolled about all similar. It was dangerous,
with the still narrow circuit and little released, but that did
not raise difficulties to us. In 1969, Therier and me were in a
team made up of pilots of circuit: Jabouille, Depailler, of Cortanze,
Serpaggi, Mauro Bianchi as adjuster. Cheinisse had wanted that one
has one too 3 liters car. Everyone said to us: " Be careful,
to the first turn, do not select the 5th gear, that goes too quickly
". However, the car was very well regulated by these pilots
of circuit, so much although that to us posed any problem of piloting,
including while passing the 5th. One had made the best time of A220
besides. A220 had a bad reputation but it was not founded, at least
for me which did not know other cars of circuit, except that its
engine missed power. (Auto Passion # 112)
-
Alpine A310
Cars bad-liked? Perhaps: Berlinette had left a memory so strong
that it was hard to come after it. The A310 corresponds to a more
modern generation, with a new geometry of wheel trains, it holds
the road well better than A110, that is very different. They are
very precise, like a car of circuit. It is a clean car, whereas
Berlinette is very spectacular. I made with A310 4 cylinders a beautiful
Monte-Carlo rally, but we didn't carry it at the end of his development,
as we had done for Berlinette. The Alpine team in 75, after the
departures of Andruet and of Darniche, it was Therier and me. Gerard
Larrousse replaced us by Fréquelin and Ragnotti, which continued
with the A310 and have sign of beautiful performances, but with
V6 which, it, was well developed. (Auto Passion # 112)
- Some others souvenirs
The team of race functioned like a team of today, but with less people.
The organization was limited to Jacques Cheinisse and some
mechanics. Compared to what one knows now, the budgets were ridiculous
[... ] Of course, we did less private tests than nowadays, and especially,
all the racing racing cars were identical. That facilitated the management
of the assistance largely! There were no personal adjustments and
it was Jean-Luc Therier who carried out the most tests : inhabitant
to 30 km of the factory, it was easier for everyone. He determined
the ideal adjustments and all the cars and all the pilots conformed
to it. Three versions were envisaged: asphalt (Tour de Corse, Monte-Carlo),
ground (RAC, San Remo) and bad ground (Acropolis, Morocco). Each car
carried out 2 or 3 rallys, then transformed in test car or
sold. Thus, all both or three tests, we received new cars. One discovered
them one or two days before the start, just rather early to make knowledge
with them during fifty or hundred kilometers. The factory prepared
the cases whereas the engines were sub-contracted at Marc Mignotet.
Engines underwent a complete revision, a true recycling, after each
rally.
Compared to competition (Porsche 911, Lancia Stratos, Ford Escort
or FIAT Abarth 124 Spider), Berlinette missed power since the best
than we had, with the Tour de Corse 1975, did not lay out that of
185cv. It was its principal handicap. But, it was caught up with with
its strong points ; agility and reliability. Moreover, we had a team
of exceptional assistance [... ] We preferred all Berlinette with
the old broken axle rear wheel-axle unit and we continued to use them
whereas they were not available any more in series! There was only
when we align four cars, as with the Tour de Corse, that A110bis arrived.
It was in general Darniche or Larrousse which drived it. All changed
with A110bis with rear wheel-axle units triangulated: they understeered...
(Auto-Passion # 40)
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