class on the 12 Hours of Reims and the Nürburgring 1000 km of that year. A210 Following the Le Mans results, Alpine decided to overhaul completely its prototype design and introduced the Alpine A210 (although some lightly modified M65s also participated in some races badged as A210). In the 1966 24 Hours of Le Mans, Alpine made a 1-2-3 in the energy efficiency index, with speeds of up to 270 km/h using a 1.3-litre engine. An A210 driven by Mauro Bianchi won the overall classification of the 1966 Macau Grand Prix for touring cars. Rédéle used the results to convince Renault of giving him support for the construction of a car aimed at the overall victory in Le Mans. Gordini was commissioned to build a new 3-litre V8 to be fitted on the A210 chassis, although it would not be ready for the 1967 edition. Before the race, the A210 was used for the early test of the first radial treadless tire for racing (the Michelin A1). At the 1967 24 Hours of Le Mans, the official Alpine team and the satellite Écurie Savin-Calberson entered with seven A210 (five with the 1.3-litre inline-four engine, one with a 1.5-litre engine and one with a 1-litre engine) and a M64 (with a 1-litre engine). A 1.3-litre and the 1.5-litre A210s won their class, although none get an index win. A211 The V8-powered A210 (named as A211) was unveiled at the 1967 Paris Motor Show and presented to Charles de Gaulle by Jean Rédélé and Renault's President, Pierre Dreyfus. The Gordini engine was compact as requested by Alpine, but proved to be unreliable. Alpine engineers also discovered it was impossible to adequately adapt the engine to the car. They adopted a transitional solution, modifying the A210's rear-end for the engine and adding new wheels, a new 5-speed ZF gearbox and larger rear brakes' cooling inlets. Its debut was at a non-championship race, the Paris 1000 km in the Montlhéry track, where the car problems became evident. A220 For 1968, new regulations banned the four to seven litres engines used by various Alpine rivals such as Chaparral, Ferrari, and Ford which increased Alpine's hopes. The new Alpine contender, the A220, was very different than its predecessor. It was wider, larger, and had bigger wheels. It adopted a right-hand drive layout different from all of its predecessors which were left-hand. This was judged better as