Fact Renault Alpine A 310 V6, Service-Station (37)
15.02.2010
Z if you are lucky you will meet The phrase 'it has always been a bit more expensive to have a special taste' does not apply to all situations, but is an advertising slogan that is only used occasionally. That gives a sigh of relief to those interested in a Renault Alpine A 310 - an automobile that is undoubtedly not an everyday occurrence. And indeed, decent specimens can be found for well under 20,000 euros. But what about the maintenance costs?
The engine of the Renault Alpine is very robust
The fact that in the rear of the V6 models ensures relaxation which is preferred here, a good mass-produced unit does its job. This so-called PRV or European engine is considered to be very robust. 'If it always has enough oil and water, it won't break,' Uwe Mittelstädt from the car dealership of the same name in Waltrop in the Ruhr area spreads optimism. The boss of the former Alpine base praised the quality of the individual components, right down to the cylinder liners. When he had to change a cylinder head gasket on an engine that had been running for more than 200,000 kilometers while the Alpine was being built, 'the cylinder liners showed no signs of wear, even on the pressure side,' he recalls lasts that long, the Alpine owner should, among other things, pay attention to the cooling water temperature, 'advises Axel Reß, Alpine expert from Wülfershausen an der Saale. An earlier opening thermostat or a larger radiator help to defuse the situation (see also Doing Better, Alpine A 310 in Motor Klassik 3/2006). But that hardly helps if part of the cooling water is lost between the radiator in the front and the engine in the rear. This happens when the water pipes in the center tunnel have become porous. Renewing these pipes, which have been available in stainless steel for a long time, is not exactly cheap because the engine and transmission have to be removed. This is the only way to pull out the pipes.
Replace the water pipes when the opportunity arises
In order to save yourself this expensive dismantling work, it makes sense to Maybe even replace the water pipes as a precaution if the drive unit is removed as part of another repair. For example, when an engine overhaul is due, or when it seems advisable to completely re-seal the engine. On such occasionsyou should then immediately check whether the oil has softened the rubber of the engine and gearbox mountings, or whether the electrical cables running in the engine compartment have become brittle. Speaking of electrics: it used to be common practice to move the alternator and cables upwards, which suffered from the heat of the exhaust manifold. The workshop realizes this with the help of a corresponding conversion kit for around 150 euros.
But back to the maintenance costs. When it comes to the subject of ignition, the A 310 versions built before 1981 are likely to cost slightly more. These models did not have a contactless ignition, but a distributor with two break contacts. The cost of an oil change is also higher than some might think. But that is due to the rather generous amount of lubricant of 6.75 liters. So if you change the oil yourself, you are most likely to save by using a cheap oil, which is not recommended.
It is best not to adjust the valve clearance yourself
The spare parts situation at the Renault Alpine is good
But now we come to the chassis. The front axle hardly causes any annoyance. 'It's very robust, the strut rubbers are most likely to be worn out,' says Reß. At around 60 euros, their replacement is quite cheap. Especially when it comes to the rear axle, owners of early and late Alpine models have to go along with themExpect slight differences in the repair and maintenance costs incurred. This is due to the different designs, because from year of construction 1981 the axle guide also used in the Renault R5 Turbo was used. The newer A 310 models, which incidentally also have separate handbrake pads, can be recognized by their four-hole rims. Reß does not consider the effect of the disc brakes on the old or newer A 310 to be intoxicating. He finds it all the more important 'that the brake pads, the wheel brake cylinders and of course the brake hoses are intact.' 'The wearing parts are cheap, a lot is re-manufactured. So far, no A 310 has had to stand still due to a lack of parts,' says Andreas Simon from Simon Automobiltechnik, describing the current situation. 'Even interior fittings are being re-launched in France,' he adds. Another problem that plagues the owners of the younger A 310 are the environmental zones. Cars that do not yet have an H license plate can be converted to G-Kat for around 2,500 euros. So there is a solution. And when it comes to maintenance costs, it remains to be stated in the case of the Alpine that having a special taste is not overly expensive.
