Alpine’s A110 FUTURE development mule made its first dynamic public appearance on day one of the 2026 Goodwood Festival of Speed, with Formula 1 driver Pierre Gasly at the wheel and the Duke of Richmond alongside him. The car is a rolling preview of the third-generation A110, which Alpine intends to build as a fully electric sports car. Alongside the run, the brand revealed fresh technical detail on the Alpine Performance Platform that will underpin it.

Alpine chose the Goodwood Festival of Speed for the first dynamic public outing of the A110 FUTURE, the development mule for its planned third-generation A110. BWT Alpine Formula One Team driver Pierre Gasly drove the car up the famous hill, with the Duke of Richmond — founder of the festival — riding as passenger. Alpine says this is its biggest-ever presence at the event, now in its 33rd edition.

The A110 FUTURE is not a finished production car but a test bed for the technologies Alpine is developing for its next electric sports car. According to the company, the third-generation A110 is intended to be the world’s first true EV sports car, staying faithful to Alpine’s lightweight ethos while, it claims, outperforming today’s best combustion sports cars. Independent confirmation of that performance claim will have to wait until the production car arrives.

“It was great to be amongst the first to drive the future of Alpine with my run up the Goodwood Hill in the Alpine A110 FUTURE today,” Gasly said after the climb. “Alpine continues to show that an electric sports car can be lighter, sharper and really enjoyable to drive. I am certainly excited to see what the future holds and I hope everyone enjoyed this show today.”

Inside the Alpine Performance Platform

The mule is built to test the Alpine Performance Platform (APP), a modular architecture designed to support several body styles and drivetrain layouts from a single base. The A110 FUTURE previews the two-seat coupé version, which uses a dual battery pack split between front and rear and a dual-motor rear powertrain. Alpine says the front/rear split is there to keep the car’s overall height close to today’s A110, allow a low driving position and still leave room for a range of driver and passenger sizes.

The battery is an 800V system, with its energy divided 25% at the front and 75% at the rear. It uses cell-to-pack construction across two floors inside a high-pressure die-cast aluminium casing that, the company says, adds directly to the car’s structural stiffness. A centralised battery management system and an aluminium connection harness complete the pack.

Torque vectoring and the powertrain

At the rear, the A110 FUTURE runs a dual e-motor setup using 3-in-1 e-machines with 800V silicon carbide inverters and a permanent-magnet synchronous design that spins up to 21,500 rpm. Alpine pairs this with a new Active Torque Vectoring 2.0 system and Wheel Slip Torque Control, which the company says reduce understeer on corner entry and mid-corner by managing load transfer and torque under both acceleration and lift-off. The powertrain uses torque pre-control and a 400V boost charging system, and even has its own e-motor-driven sound.

The wider control suite — covering braking, steering, and battery and thermal management — is engineered to work across the platform’s rear- and all-wheel-drive configurations.

Developed largely in simulation

Alpine says much of this work has been done virtually to cut the reliance on physical prototypes. Its DiM250 driver-in-the-loop simulator, built around an A110 cockpit with a nine-metre conical screen and hexapod motion technology, is used for chassis tuning, powertrain calibration, tyre work and new control functions. Across all projects combined, the company reports more than 45,000 km logged since it started using the simulator.

What it means

For buyers, the A110 FUTURE is a statement of intent rather than a car they can order. It signals that Alpine wants to answer the hardest question facing sports cars — whether an EV can feel as engaging as a light combustion car — with hardware aimed squarely at agility rather than outright power figures. The technical detail also sets expectations for rivals working on electric sports cars of their own.

At Goodwood the mule shares the stage with earlier A110 generations, the current A290 hot hatch and A390 fastback, and Alpine’s racing history, including the V6 A442B that won the 1978 Le Mans 24 Hours. Alpine has not confirmed final performance figures, pricing or an on-sale date for the third-generation A110.

Facts: Alpine A110 FUTURE (development mule)

  • Platform: Alpine Performance Platform (APP), modular, RWD/AWD
  • Layout: two-seat coupé, dual battery pack (front/rear), dual rear e-motors
  • Battery: 800V, cell-to-pack, energy split 25% front / 75% rear
  • Motors: 3-in-1 e-machines, 800V silicon carbide inverters, PMSM up to 21,500 rpm
  • Charging: 400V boost charging system
  • Chassis tech: Active Torque Vectoring 2.0, Wheel Slip Torque Control
  • Status: development mule previewing the third-generation A110; final specs, price and launch date not confirmed

Source: media.alpinecars.com