#RENAULT DUSTER PMERJ GTA S A FULL#

Sales of the naturally aspirated model were always sluggish, but with the more powerful turbo, things picked up considerably. In September 1985 the turbo model (DВ 501) followed, which increased the power of the PRV unit to 200В PS (147В kW). In July 1985 the Europa Cup model appeared this limited edition model was intended for a single-make racing championship and 69 cars were built (54 in 1985 and 15 more in 1987). The car was first shown at the 1985 Amsterdam Rai, immediately after which it also went on sale. The first model introduced was the naturally aspirated V6 GT (DВ 500), which entered production in November 1984, although press photos had been released in September 1984.

#RENAULT DUSTER PMERJ GTA S A FULL#

The average production for the six full years of production was just above 1000 per annum, or just above three per day - almost identical to the A310 V6's annual production. This soon dropped considerably, as the somewhat less than prestigious Renault had a hard time in the sports car marketplace.

At the time of introduction, daily production number amounted to ten cars. Those gears were taller yet for the GT Turbo model. The transmission was the same Renault 30-based unit that the A310 had used, with some minor changes and somewhat longer fourth and fifth gears. It was also moved 40В mm (1.6В in) forward (making the rear overhang shorter while nearly all other dimensions increased) compared to the A310, improving somewhat on that car's tailwards weight distribution. The drivetrain was mounted on a separate subframe, meaning it can be removed in as little as two hours. The central backbone chassis (with outriggers for side impact protection) was built by Heuliez and then transferred to Dieppe - aside from the body, most of the car was subcontracted to various suppliers. Also available was the more powerful turbocharged model, which used a smaller (2.5-liter) displacement. The small power gain compensated for the weight increase, up by 92В kg (203В lb). The PRV engine in the naturally aspirated model was identical to the version used in the Renault 25, a 2849В cc unit producing 160В PS (118В kW 158В hp). The car was also considerably more efficient to manufacture, with the time necessary to build a finished car dropping from 130 to 77 hours - which was still a long time, but acceptable for a small-volume specialty car. This required a major overhaul of the Alpine plant, leaving only the sandblasting machinery intact. Rather than being moulded in a single piece as for the preceding A310, the new Alpine's body was moulded in a large number of small separate panels. In Great Britain it was sold simply as the Renault GTA, as Sunbeam (and then Chrysler/Talbot) had been using the ' Alpine' badge since the 1950s. The GTA name, used to denote the entire range of this generation, stands for 'Grand Tourisme Alpine' but in most markets the car was marketed as the Renault Alpine V6 GT or as the Renault Alpine V6 Turbo. Due to its bigger tires and need for more cooling intakes, the Turbo's drag coefficient was a bit higher: 0.30 C x. It was one of the most aerodynamic cars of its time, the naturally aspirated version achieved a record 0.28 drag coefficient in its class. Passenger room increased, making the rear seat more of a useful proposition, while equipment was much more complete and now included items such as power locks.

Like its predecessor, it used the V6 PRV engine in a rear-engined layout, with extensive use of Polyester plastics and fibreglass for the body panels making it lighter and quicker than rivals such as the Porsche 944. Longer, wider, and taller, it effectively updated the design of its predecessor, the Alpine A310, updating that car's silhouette with modern design features like body-integrated bumpers and a triangular C-pillar with large rear windshield. It was the first car launched by Alpine under Renault ownership (though Alpine had been affiliated with Renault for many years, with its earlier models using many Renault parts).

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