Alpine A110 Premiere Edition price confirmed as £51,805

The A110 weighs 1080kg at the kerb and has a power-to-weight ratio of 231bhp/tonne. The entry-level 718 Cayman has 296bhp and weighs 1335kg (a power-to-weight ratio of 222bhp/tonne), while the 718 Cayman S has 345bhp and weighs 1460kg (236bhp/tonne).

To hit the 1080kg target kerb weight, the Alpine development team created a bespoke aluminium chassis after studying the potential for a combined steel and carbon fibre structure. “We did the maths with aluminium and got the answers we wanted,” Twohig said. “The key decisions lay in the structure’s mass, weight and torsional stiffness, and the next consideration was achieving top-notch fit and finish; carbon fibre or steel structures don’t allow the same quality.”

The A110 is unusually compact, at 4.18m long, 1.80m wide and 1.25m height. Weight distribution is 44:56 front to rear, aided significantly by the decision to locate the fuel tank in the front of the car. However, there is space for two 190cm-tall adults and limited luggage space. The car’s compact size does bring compromises - there is no glovebox, for example.

Other weight-saving initiatives include Sabelt-developed seats, which have a fixed back but slide fore and aft. They weigh 13.1kg each, around half that of the seats in the Renault Mégane RS. Twohig says Alpine has achieved this without compromising comfort. The windscreen cleaning system also channels water through the wiper blades, making it significantly more efficient than a traditional system, in turn allowing for a washer bottle less than half the size normally used. And the Brembo-developed electronic parking brake is also a world-first, in using the main brake set rather than an additional one and saving 5kg in doing so.

The A110 can cover 0-62mph in 4.5sec, eclipsing both the 718 Cayman’s 5.1sec and 718 Cayman S’s 4.6sec. However, Twohig said his team - including many Renault Sport staff - were told to focus was on agility over pace, and to that end specified double wishbone suspension at the front and back of the car, developed its own gear ratios for the semi-automatic Getrag gearbox, specified deliberately small tyres and developed an electronic differential for different driving modes and an aerodynamic diffuser to create downforce without compromising the rear-end styling. The steering is power-assisted.

“The all-aluminium forged suspension was a no-compromise decision to get agility and suppleness; we wanted the best,” Twohig said. “The decision to develop our own gear sets was harder - or at least more expensive - but we knew it was the only way to get the car we wanted. Throughout this project we concentrated on doing it right, so that meant custom pinion sets, a wet clutch, a latest seven-speed gearbox, launch control and three proper driving modes - Normal, Sport and Track - that have a distinct character across the engine and pedal maps and the active exhaust, and the option to go beyond Track and switch ESC completely off.

“The electronic solutions meant we didn’t need a limited slip diff. It would have added weight and complexity, where the reality is that an e-diff set-up can handle these power levels perfectly well. I’ve tested it and I can promise you that you can get some pretty big angles in Track mode without it feeling like it's about to bite you. This is a car that flatters.”