The Electric Alpine A390: A Racecar Dressed in a Coupe’s Skin
The Alpine brand has long been a touchstone of idiosyncrasy, oscillating in focus for seven decades despite a tradition of standout road cars and solid racing credentials. Today it competes in Formula One and the World Endurance Championship, and its A110 remains a benchmark for lightweight, analogue driving pleasure. In other words, Alpine isn’t a lightweight pretender; it’s a real player.
Now the brand is aiming to broaden its footprint globally, including a launch in the United States and a three‑car electric lineup slated for 2027. For the moment, the future is electric, and the A390 is meant to help establish Alpine’s presence worldwide. On the surface, it’s an unusual mix: a true five‑door sports coupe that expands on the A110’s core ethos rather than merely mimicking retro nostalgia. The shape clearly echoes the A110 in its side profile and broad shoulders, yet improved aero features—such as front air curtains and a bonnet blade—serve model‑specific purposes.
Some design choices raise eyebrows, like the triangular motifs on the nose (Alpine labels them “cosmic dust,” which some critics find a bit forced) and alloy wheels with a snowflake motif. Overall, though, the A390 feels distinctly one‑of‑a‑kind, which is a win in a market swamped with generic EVs. Alpine even dubs it a “race car in a suit.”
Powertrain and engineering come with a distinctly French stamp. The A390’s electric motors are built at a dedicated plant in Cléon, with NMC batteries supplied by Verkor and modules produced in Dunkirk, assembled at Renault Group’s Douai facility. The car’s chassis was conceived and built at Alpine’s Le Mans plant.
Like the smaller A290 and various Renaults—the Megane, 4, 5, and the forthcoming Twingo—the A390 targets enthusiasts with a taste for a refined but unconventional package. Alpine isn’t merely leaning on its quirky past; it’s positioning itself as a showcase for the wider Renault Group’s technical prowess.
The platform advances the AmpR Medium architecture already used under the Megane E‑Tech and Scenic, as well as Nissan’s Arya and Leaf. This shared baseline helps contain the enormous costs of EV development while giving Alpine a canvas to differentiate the A390 and compete with premium rivals.
Vehicle Projects VP Robert Bonetto explains that the goal was to match the A110’s pace and agility, even with the added battery mass. The key, he adds, is making the weight feel less impactful through clever engineering that preserves a lively, responsive feel.
In practice, the A110’s charm stems from its lightness—about 1,140 kg—an achievement increasingly rare today. The A390, with an approximate mass around twice that figure, still strives to preserve the same light‑and‑spry sensation. Its 89 kWh pack utilizes a new chemistry and cooling approach to sustain power, improve performance, and optimize charging and discharging efficiency.
Uniquely in its segment, the A390 uses three motors: a front‑axle coil motor and two rear permanent‑magnet synchronous motors, one on each rear wheel. This setup delivers 396 bhp in GT form and 463 bhp in the higher‑spec GTS. The drivetrain enables independent rear‑wheel control and active torque vectoring, which can vary slip between wheels and adjust torque distribution left/right to sharpen handling. An extra torque split applies to the front motor as well.
Alpine purposely chose a relatively conservative suspension approach—no adaptive dampers, no four‑wheel steering, and no active anti‑roll bars. This avoids adding weight and complexity and aligns with Alpine’s racing‑bred engineering philosophy. The result is a confident, refined handling package that feels more grown‑up and technically assured than many rivals.
Even with a higher ride height, the A390’s performance remains perceptible rather than flashy. The car’s weight penalty is offset by a chassis that hovers between poised, studio‑calibrated precision and natural, intuitive response. It’s a seamless continuation of the A110’s spirit, just with an electric drivetrain and a more mature, long‑range intent.
Only the GT variant was available for evaluation, yet it delivers ample performance: 0–62 mph in 4.8 seconds and a strong mid‑range that translates well to everyday driving. Five drive modes—including a Sport and a Track setting—let drivers tune steering feel, throttle response, and the aggressiveness of the torque vectoring. A central Live Data display shows each wheel’s activity in real time, even signaling when the car approaches oversteer. If you’re pushing the car hard, you’ll be watching the road more than the graphics.
The A390’s torque vectoring concentrates on sharpening the front end and stabilizing the rear, yielding a calmer, more composed dynamic than the more exuberant Hyundai Ioniq 5 N. The brakes perform well, and a blue dial on the steering wheel controls regenerative braking up to a one‑pedal feel, with a red “boost” button for extra power or launch control.
Inside, the interior mirrors the Megane E‑Tech lineage but is elevated with Alcantara, Nappa leather, and a carefully arranged instrument cluster and central touchscreen. The infotainment is dense with data but remains navigable, and a telematics/coaching suite underscores the Alpine’s sporty character. A superb Devialet audio system enhances the cabin experience.
Some switchgear still comes from parts bins and can feel a touch dated, but Alpine avoids a full touchscreen‑only cabin. Drive‑mode and ADAS settings can be personalized and saved, which is a neat touch. The rear seats, however, feel tight due to the high seating position and sloping roofline.
Bi‑directional charging is standard, a nod to current EV trends. The A390 supports vehicle‑to‑load (V2L) for powering accessories like an e‑bike, and it can also participate in vehicle‑to‑grid schemes, enabling off‑peak charging and potential power resale to the grid. Mobilize has been pushing this concept across markets, with UK deployment anticipated in 2026.
Charging performance tops out at 190 kW in the GTS and 150 kW in the GT, with the ability to recover from 10 to 80 percent in under 25 minutes. The system can be preheated to optimize charging under cold conditions.
Google Maps includes an EV route planner that factors in route, state of charge, battery temperature, and real‑time consumption to reduce anxiety on long trips. Official WLTP ranges place the GTS at about 325 miles and the GT at roughly 340 miles, though real‑world tests typically yield around 290 miles for the GT during spirited driving.
Pricing remains to be confirmed, but the A390 GT is expected to start around £60,000 in the UK, with the GTS closer to £70,000. That places it in direct competition with the Hyundai Ioniq 5 N, Polestar 4, and Porsche Macan, among others. Beyond tech and handling that truly feel engineered, the A390 offers something rarer in today’s fast‑moving EV landscape: genuine character that distinguishes it from the crowd.
