Alpine A390
Alpine A390
Renault’s storied past now present
History
France’s Electric Performance Statement
Ah…the 70s. I was 11 years old, just young enough to be charged a child’s fare for air travel. My folks sent me to France for the summer to spend the summer with my cousins; an experience I cherish. One day while travelling in my cousin’s Peugeot 504,
cruising legally at speed, I spied a blue dot behind us, rapidly getting bigger; I was transfixed. The blue blur passed us doing what seemed like mach 1.
“What was that?!” I cried. “La Renault Alpine” responded my cousin, making no effort to suppress his national pride.
At that precise moment cars, for me, became mystical.
A race car in a suit
For most of its 70-year history, Alpine has meant one thing: small, light, agile sports cars built in Dieppe. The A110 made that philosophy famous all over again. But Alpine’s future and its survival as a profitable brand depends on something altogether different. Enter the A390: a five-seat, all-electric sport fastback that Alpine describes, with some cheek, as ‘a racing car in a suit.’
First shown as the A390_β concept at the 2024 Paris Motor Show, the production A390 was unveiled in May 2025 and began accepting orders in November 2025, with deliveries starting in early 2026. It is the second model in Alpine’s ambitious ‘Dream Garage’ plan to launch seven fully electric vehicles by 2030, following the well-received A290 hot hatch.
The A390 is a decisive step up in size, ambition and price. At 4.6 metres long, weighing over two tonnes and starting at £61,390 in the UK (€67,500 in France), it slots directly into the company of the Porsche Macan Electric, Polestar 4, BMW i4, Hyundai Ioniq 5 N and Kia EV6. The question is whether Alpine’s famous driving DNA can survive the leap from a sub-tonne sports coupe to a full-size electric crossover.
“The A390 is the quintessential Alpine, combining sportiness and performance with technology and refinement.” — Philippe Krief, Alpine CEO
Alpine A390
You beautiful bastard
Design & Dimensions
Exterior
The A390 wears its Alpine heritage visibly. The front fascia carries a full-width LED strip that echoes the A110 sports car’s face, paired with triangular headlight clusters described internally as evoking a ‘comet.’ Two sculpted vents on the bonnet mirror the clamshell hood of the A110, and a central aerodynamic rib runs the length of the car.
The profile is where the A390 really differentiates itself. The roofline sweeps from the A-pillar all the way to a panoramic wraparound rear window inspired by a helmet visor — itself a nod to the original 1963 Alpine A110. Hidden rear door handles preserve the coupe-like silhouette, and the rear is dominated by a full-width light bar. It is lower and shorter than both the Porsche Macan Electric and Polestar 4, giving it a more athletic, planted stance
| Dimension | Measurement |
| Length | 4,615 mm (181.7 in) |
| Width (excl. mirrors) | 1,885 mm (74.2 in) |
| Height | 1,532 mm (60.3 in) |
| Wheelbase | 2,710 mm (106.7 in) |
| Boot capacity (seats up) | 532 litres |
| Boot capacity (seats down) | 1,643 litres |
| Kerb weight | approx. 2,120 kg |
| Wheel options | 20-inch (GT) / 21-inch (GTS) |
Powertrain & Technical Specifications
The Tri-Motor Architecture
The A390’s most distinctive technical feature is its three-motor drivetrain. Unlike the twin-motor setups common in performance EVs, Alpine fits one asynchronous wound-rotor motor to the front axle and two permanent-magnet synchronous motors one for each rear wheel at the back. All three motors are manufactured at Renault’s Cléon plant in France.
This arrangement enables Alpine Active Torque Vectoring (AATV), a patented system that can send more torque to the outside rear wheel during cornering. Rather than braking the inside wheel (the conventional approach), AATV accelerates the outside wheel, producing smoother, more progressive cornering behaviour. Alpine claims this can even facilitate controlled powerslides in Track mode.
The battery pack an 89 kWh nickel-manganese-cobalt unit built at Douai with cells sourced from European suppliers sits in the floor of the AmpR Medium platform (shared with the Renault Scenic and Nissan Ariya, but significantly reworked here). The A390 is 6 cm wider than the Mégane E-Tech that also uses this platform.
Full Specifications — GT vs GTS
| Specification | A390 GT | A390 GTS |
| Power output | 295 kW / 400 hp (PS) | 345 kW / 470 hp (PS) |
| Torque | 661 Nm (487 lb-ft) | 824 Nm (608 lb-ft) |
| 0–62 mph (0–100 km/h) | 4.8 seconds | 3.9 seconds |
| Top speed | 200 km/h (124 mph) | 200 km/h (124 mph) |
| Battery capacity | 89 kWh (usable) | 89 kWh (usable) |
| WLTP range (20-in wheels) | 555 km / 345 miles | 502 km / 312 miles |
| Peak DC charging | 150 kW | 190 kW |
| AC charging (standard) | 11 kW bidirectional | 11 kW bidirectional |
| AC charging (optional) | 22 kW three-phase | 22 kW (standard on GTS) |
| 10–80% charge time | approx. 25 minutes | approx. 25 minutes |
| Drive system | AWD — tri-motor | AWD — tri-motor |
| Torque vectoring | Alpine Active TV (AATV) | Alpine Active TV (AATV) |
| Front suspension | MacPherson strut | MacPherson strut |
| Rear suspension | Multi-link, passive dampers | Multi-link, passive dampers |
| Brakes (front) | 365 mm, 6-piston calipers | 365 mm, 6-piston calipers |
| Tyres | Michelin Pilot Sport EV | Michelin Pilot Sport 4S (bespoke) |
| V2G / V2L bidirectional | Standard | Standard |
| Drive modes | Normal, Sport, Save, Perso | Normal, Sport, Save, Perso, Track |
| UK starting price | £61,390 | £69,390 |
| French starting price | €67,500 | €78,000 |
Chassis & Suspension Philosophy
One of the boldest engineering choices is the use of passive dampers across the entire range. No adaptive suspension, no air springs — just carefully tuned spring-and-damper units. Alpine’s engineers (several of whom joined from Ferrari) argue that passive setups deliver a more natural, communicative feel than electronically managed alternatives. The result is a car that feels taut but not punishing on normal roads, though it can become fidgety on severely broken surfaces.
The steering rack has a notably quick ratio of 12:1, contributing to the A390’s ability to feel dramatically smaller than its dimensions suggest. The front and rear tyres are the same width — an unusual choice for a rear-biased performance car — with the wider rear track providing the stability that would normally require fatter rubber at the back. Identical tyre sizes also simplify replacement logistics for owners.
Five-position regenerative braking is adjusted via a race-car-inspired RCH dial on the steering wheel. At its maximum setting, the A390 offers genuine one-pedal driving. A dedicated red OV (Overtake) button on the wheel delivers the car’s full power reserve for approximately ten seconds, providing a short-notice performance boost for highway passing.
Interior & Technology
The A390’s cockpit is driver-centric by design. The dashboard leans toward the driver and a 12.3-inch digital instrument cluster sits directly in front, complemented by a 12-inch portrait-orientation touchscreen for infotainment. Both screens are powered by Android Automotive with Google Automotive Services. Critically, the HVAC controls remain as physical buttons below the touchscreen — a sensible decision that many rivals have abandoned.
Standard equipment across all trims includes dual-zone climate control, a heated steering wheel, 13-speaker audio (upgraded to a Devialet system on GTS), wireless Apple CarPlay and Android Auto, and an Alpine Telemetrics suite that provides real-time G-force readings, lap timing and brake temperature data. The GTS adds animated torque vectoring displays.
The front seats are Sabelt-developed sports buckets with integrated headrests and strong lateral bolstering. GTS buyers get heated and massaged front seats in Nappa leather, and an Alcantara headlining. Rear passenger space is adequate for adults, though the coupe roofline and small quarter-light windows create a somewhat enclosed atmosphere. Vegan material options are available as an alternative to leather.
Practical credentials are genuine: the 532-litre boot with an available double-floor system — which conceals cables and adapters — competes creditably with rivals. An 11 kW bidirectional onboard charger (V2G/V2L) is standard, enabling the A390 to power household devices or feed energy back to the grid. A 22 kW three-phase unit is optional on the GT, standard on GTS and Première Edition.
Customization: Atelier Alpine
Alpine offers a bespoke Atelier programme for buyers who want a more individual car. Options include Mat Thunder Grey and Alpine Vision Blue paint finishes, forged carbon seat shells, carbon interior inserts, blue stitching and dedicated 21-inch snowflake alloy designs. Six standard exterior colours are available: Noir Profond, Bleu Abysse, Bleu Alpine Vision, Argent Mercure, Blanc Topaze and Gris Tonnerre Mat.
The A390 driving experience
Press coverage from launch drives in Denmark and subsequent UK tests paints a consistent picture. The A390 feels like a large car that has been coached to behave like a smaller one. The steering is quick and communicative, requiring only a light initial input to point the nose with surprising urgency. Let’s highlight the torque-vectoring system as the car’s most impressive dynamic attribute sharper and more natural-feeling than equivalent systems in the Polestar 4 and Porsche Macan Electric. The way it eats up corners shrouds the BMW i4 in envy.
The passive dampers provide a consistent, readable relationship between driver and road. The A390 is aware of poor surfaces without being uncomfortable closer to a sports saloon than a plush SUV. On faster back roads and track environments, the car reveals genuine playfulness, encouraging corner-entry balance adjustments in a way that feels far more involving than the on-paper specification might suggest.
Performance is both sufficient and well-deployed. The GT’s 4.8-second 0-62 mph time eclipses the base Porsche Macan Electric by nearly a full second. The GTS, at 3.9 seconds, matches the Macan Electric GTS and is only half a second behind the track-focused Hyundai Ioniq 5 N. Crucially, Alpine has engineered the battery to maintain peak power output even as state of charge decreases a problem that famously afflicts the Ioniq 5 N.
The brake pedal feel has drawn some criticism. Several reviewers note that the response is inconsistent initially soft and mushy before becoming sharper undermining confidence on faster roads. This remains the A390’s most cited dynamic weakness in early tests.
How It Compares: EV Rivals
The A390 sits in a hotly contested segment. Below is a direct comparison with its key electric rivals across powertrain, range and pricing:
| Model | Power / Drive | 0–62 mph | Range (WLTP) | UK Price (from) |
| Alpine A390 GT | 400 hp / AWD | 4.8s | 345 mi / 555 km | £61,390 |
| Alpine A390 GTS | 470 hp / AWD | 3.9s | 312 mi / 502 km | £69,390 |
| Porsche Macan Electric (base) | 355 hp / RWD | 5.7s | 398 mi / 641 km | £68,600 |
| Porsche Macan 4 Electric | 408 hp / AWD | 5.2s | 372 mi / 599 km | £71,900 |
| Polestar 4 (dual motor) | 536 hp / AWD | 3.8s | 367 mi / 590 km | £65,000 |
| Hyundai Ioniq 5 N | 601 hp / AWD | 3.4s | 293 mi / 472 km | £67,000 (approx) |
| BMW i4 M50 | 536 hp / AWD | 3.9s | 315 mi / 507 km | £74,905 |
| Kia EV6 GT | 577 hp / AWD | 3.5s | 268 mi / 431 km | £67,845 |
| Tesla Model Y (Perf.) | 513 hp / AWD | 3.7s | 315 mi / 507 km | £58,990 |
Key Differentiators vs EV Competition
• Tri-motor torque vectoring: Only the A390 uses three separate motors — no clutch packs, no braking intervention for the most direct and fastest-responding torque vector system in the class.
• V2G as standard: Bidirectional charging (vehicle-to-grid and vehicle-to-load) is standard on all trims, a feature Porsche and BMW do not offer at all in this class.
• Price vs Porsche: The A390 GT is AWD with 400 hp from £61,390. The base Porsche Macan Electric is rear-wheel drive with 355 hp and costs £68,600 a £7,200 gap.
• Charging speed disadvantage: The Macan Electric charges at up to 270 kW on an 800V architecture; the A390 peaks at 190 kW on 400V. For long-distance motorway travel, this is a meaningful gap.
• Range disadvantage: The Macan Electric offers more range (398 miles base vs 345 miles for the A390 GT). This is partly offset by the A390’s claimed ability to sustain peak power longer into the discharge cycle.
• Weight advantage: At approximately 2,120 kg, the A390 is over 200 kg lighter than the Porsche Macan 4 Electric a meaningful dynamic advantage.
• No panoramic roof: Despite being a premium car, the A390 offers no panoramic sunroof even as an option, which some buyers will find disappointing.
How It Compares: ICE & Hybrid Rivals
While the A390 is unambiguously electric, it also competes against high-performance internal combustion and hybrid crossovers that buyers in this price bracket might consider. It is produced in France, making it a direct cultural counterpart to the Renault Sport tradition.
| Model | Engine / Power | 0–62 mph | CO₂ (g/km) | UK Price (from) |
| Alpine A390 GTS (EV) | 470 hp / Tri-motor AWD | 3.9s | 0 (BEV) | £69,390 |
| Porsche Macan GTS (ICE) | 440 hp / Turbo 4 AWD | 4.3s | 183 g/km | £81,000 (approx) |
| BMW M3 Competition xDrive | 510 hp / 3.0 I6 AWD | 3.5s | 221 g/km | £84,905 |
| Alfa Romeo Stelvio Quadrifoglio | 510 hp / 2.9 V6 AWD | 3.8s | 212 g/km | £82,000 (approx) |
| Mercedes-AMG GLC 63 S E Perf. | 671 hp / PHEV AWD | 3.5s | 14 g/km (WLTP) | £113,985 |
| Audi RS Q3 Sportback | 400 hp / 2.5 I5 AWD | 4.5s | 192 g/km | £63,590 |
Against ICE rivals, the A390’s performance statistics are genuinely impressive. It is quicker to 62 mph than a Porsche Macan GTS and nearly on par with the BMW M3 Competition xDrive, while emitting zero tailpipe emissions and qualifying for reduced Benefit-in-Kind (BIK) tax for UK company car drivers a significant real-world cost advantage.
The inherent low-centre-of-gravity advantage of an EV also helps. The battery floor keeps mass low and central, contributing to the A390’s ability to feel more agile than its weight implies. The comparison with the Audi RS Q3 Sportback is particularly flattering on price, where the A390 GTS is only £5,800 more expensive for markedly greater power and AWD torque-vectoring capability.
Where ICE rivals retain an edge is in refuelling convenience and, at the upper end, exhaust note theatrics. The AMG GLC 63 S E Performance and the Alfa Quadrifoglio offer emotional engagement through sound and mechanical drama that no electric car yet fully replicates.
Verdict
The Alpine A390 is a genuine achievement. It takes the constraints of an electric family crossover — weight, battery floor, packaging compromises — and wrings from them a driving experience that rivals have not managed. The tri-motor torque vectoring system is the most impressive in the segment. The steering is the best in class. The price undercuts Porsche meaningfully, and the French-built supply chain gives it a sense of industrial integrity that competitors assembled across multiple continents cannot quite match.
It is not without flaws. The brake pedal feel needs work. There is no panoramic roof. The interior materials, while attractive, do not fully match the effortless premium atmosphere of a BMW i4 or Porsche Macan. The charging speed of 190 kW, while adequate, trails the Macan’s 270 kW 800-volt system.
But Alpine has done something rare in the modern automotive industry: it has built a car with a genuinely distinct personality, one that prioritises driver reward over outright comfort or maximum technology, without sacrificing everyday usability. The A390 is not trying to be a Porsche and falling short. It is trying to be an Alpine — and succeeding.
Summary Ratings
| Category | Score | Notes |
| Driving dynamics | 9.5 / 10 | Class-leading torque vectoring & steering |
| Performance | 9.0 / 10 | GT quick, GTS exceptional |
| Range & charging | 7.5 / 10 | Good range, charging speed trails Macan |
| Practicality | 8.0 / 10 | 532-litre boot, 5 seats, no panoramic roof |
| Interior quality | 7.5 / 10 | Stylish but trails BMW/Porsche premium feel |
| Technology | 8.5 / 10 | AATV, V2G std., Track mode, Telemetrics |
| Value for money | 9.0 / 10 | Significantly undercuts Porsche Macan AWD |
| Overall | 8.5 / 10 | A standout performance EV with genuine soul |
