AGTZ Twin Tail: A radical tribute to Alpine's racing heritage

It's not hard to understand why the A110 stands on the pedestal of Alpine's heritage today. It gained fame on rally special stages by adhering to one of the main principles of motorsport: low weight. Along with its petite size, this was the main feature that allowed it to outmaneuver its rivals.

So, it's no wonder the French used the same name to revive the Dieppe brand, which had been shelved for 22 years. However, the AGTZ Twin Tail, presented towards the end of February 2024, pays homage to a completely different model. It is a modern interpretation of the A220 racing car, whose failure Alpine managed to turn into success.

It's telling that the AGTZ is based on a car that somewhat dominated and led to the A220 being forgotten. Shortly after the official presentation of the Twin Tail, the modern interpretation and the driving monument of history met on alpine routes. One couldn't dream of a better opportunity to recall the history of the A220. It is full of ups and downs as befits an unearthed automotive legend.

The Alpine A220 was not the first attempt by the French manufacturer at the queen of endurance racing. Jean Rédélé tried his hand at Le Mans even before founding Alpine, although the choice of car may seem peculiar. In the modified Renault 4CV, with which he had previously achieved rally successes, he particularly valued one trait: lightweight construction.

This was the key to success on alpine special stages and allowed him to compete with more serious rivals. These achievements were a sort of impetus to establish the brand. Born in Dieppe, the youngest Renault dealership owner started at Le Mans in 1952 in a 40-horsepower 4CV. Although his team, which he formed with Guy Lapchin, reached the finish line, they took a disreputable last place after completing 178 laps – 99 fewer than the victorious Mercedes 300 SL.

The defeat only whetted the young Frenchman's appetite, who then set a goal of winning the 24-hour Le Mans race one day. In the 4CV, he had little chance of that, so in 1955, he decided to establish his own company – Alpine. In the 1960s, many racing cars performed well in their groups, and the newly created Index of Thermal Efficiency class, where the winner was determined based on an algorithm considering average speed, weight, and fuel consumption.

Due to their lightness, small, economical engines, and excellent aerodynamics, which ensured high speeds, Alpine vehicles occupied leading positions for years. It's enough to mention that in 1966, the Alpine A210, despite having only a 1.3-liter engine, achieved as much as 168 mph on the Mulsanne straight.

Although small engines allowed victories in individual classes, they were far from the top, as represented by Ferrari and Ford. The hunger for victory in the classification grew, so in 1966, Alpine commissioned Amedee Gordini to build a 3-liter V8, which in the next season was to power the A210. Ongoing operational problems with the engine meant that in the 1967 season, the A210 started with smaller units. Another problem emerged: the larger engine did not fit into the existing car.

However, Alpine saw an opportunity in the upcoming FIA regulation changes, which would limit the capacity of used engines. The developing 3-liter engine met the requirements, so the French did not abandon the project and began work on a new vehicle.

The Alpine A220 was another chapter for the French manufacturer. The vehicle differed significantly from previous designs, both in appearance and construction. The desire to win was so great that the steering wheel was even mounted on the right side, considering that most of the bends on the Circuit de la Sarthe are to the right. This solution was supposed to allow the driver to take a better line.

In the meantime, they improved the previously unreliable 3-liter V8, which developed 310 HP and was paired with a 5-speed ZF gearbox. Alpine entered the 1968 race with great hope, but once again, the modest manufacturer had to acknowledge the superiority of the solid machines (and budgets) of the Germans, Americans, and Italians.

Out of four vehicles, only one reached the finish line—in eighth place. So, they returned to the workshop and got to work. The suspension was modified, and additionally, the vehicles presented for the 1969 season could boast new bodies without the characteristic, sizable air intakes resulting from relocating the radiators to the rear—all except one. Chassis number 1731 retained its previous appearance.

Meanwhile, the season was even more unfortunate than the previous one – none of the four A220s reached the finish line, causing tension between Rédélé and Gordini. Another failure led to a situation where people at Alpine started to ask themselves: maybe the A220 would do better on shorter, less demanding race tracks.

The preserved specimen, according to the "old" project, number 1731, appeared to be an ideal candidate for experimentation. It was the only one still with radiators in front of the rear wheels, enabling easy body modifications. The extended, graceful rear was cut by 12 inches, and in its place, movable aerodynamic elements were installed.

Just a month after the Le Mans failure, the modified A220 stood up to compete. It started with a third place in the uphill race in Chamrousse. The short body was highly agile and effective on tight alpine turns. Three weeks later, the A220 beat Porsche for second place at the Nogaro track.

Riding a wave of success, Alpine decided to enter the car in the Savanna rally criterion, improving the cooling beforehand, adding lights, and increasing ground clearance. Unfortunately, this time, luck did not smile on the French manufacturer. The drive system failed again and did not allow the rally to be finished. This marked the end of the A220's career, but new doors opened.

Alpine decided to dedicate all its attention to rallies. The A110, shown in 1963, became a hallmark of the French brand and a bridge between history and modernity. It succeeded mainly in smaller rallies, although it could also boast a victory in the Monte Carlo Rally in 1971.

The experience gained with the A220, and Renault's 1971 acquisition of the brand led to the decision to enter the A110 in the World Rally Championship (WRC) in 1973. Success came immediately. The Alpine-Renault A110 won 6 out of 13 rallies, thus dominating the rivals and securing the title of world rally champion constructor (there was no individual driver classification then).

The story can be summed up with another happy ending. After years of efforts, Alpine, already under Renault's wing, achieved the coveted first place in the 24-hour Le Mans race in 1978 with the A442 racing car. But that's a topic for a completely different story.

Some people look at manufacturers often through the prism of one model. Alpine undoubtedly belongs to that group.

Created by Zagato and La Squadra, the AGTZ Twin Tail simultaneously tells two stories. The owner decides which one to relate to or which one he or she is in the mood for. Each of the 19 units, produced by the Milanese bodywork company and sold by the Katowice dealer, is, in a broader sense, inspired by the appearance of the A220.

The hand-fitted and detachable rear body section refers to both chapters of the historical model and pays tribute to its perverse history. It is worth emphasizing the special meeting of both cars in the Alps. The Alpine A220 presented in the photos is the only preserved specimen with a short tail.

In the last century, the car underwent a meticulous renovation that lasted as long as 20 years. Thanks to that, we can admire the car today in a condition as if it had just rolled out of the factory and also place it next to the vehicle it inspired.