Alpine’s A290 Hot Hatch Kickstarts the Brand’s Electric Future

The idea of boosting the performance of otherwise normal cars has always had its appeal. Bootleggers in the American West would modify their pickup trucks in the 1930s prohibition era to outrun the police. The result was the birth of the hot rod.

Boosted saloons in the 80s were the result of racing homologation, which required manufacturers to produce a certain number of road car versions of their racers in order to compete. Hot hatches, too, were born from rally homologation, with tricked up versions of daily hatchbacks offering cheap thrills as well as practicality.

While American muscle cars will always be popular in their homeland, and German performance saloons continue to sell well, hot hatches have died out. The rise of SUVs, the lack of demand for smaller cars, and electrification are all key factors in this. But with the new A290, a modified version of the new Renault 5, Alpine is bringing it back, albeit in EV form.

The A290 is Alpine’s first new car in seven years, and the first model in its entirely new lineup of all-electric machines. It will be followed by the larger A390 crossover, and the new A110, an EV version of the French brand’s acclaimed low-slung sports car. The A290 is “the hot hatch of the electric age”, according to Alpine, and it’s easy to see the appeal. It’s built on Renault’s new AmpR Small platform, which it shares with the new Renault 5. It’s got 220 hp in GTS form, and weighs 1,479 kg. Its nearest rival, and another electric hot hatch, is the upcoming Mini Electric John Cooper Works. That’s got 254 hp, but it also weighs 1,670 kg, a significant 191 kg difference.

Ride Overhaul

This is felt in the way the A290 drives. While it shares the basic underpinnings with the Renault 5, including its thin battery that sits low underneath the car, Alpine has completely overhauled the suspension and braking system. The dampers have hydraulic bump stops, which help offer comfort as well as responsiveness, and the motor’s sub-frame has been created from scratch, too, made from aluminium to help keep the weight down. There are also front and rear anti-roll bars, developed by Alpine, while a multi-link rear axle offers further stability and precision.

This all combines for a smooth ride that is firm enough to feel sporty but not too harsh. It absorbs bumps well, and you get plenty of feedback through the steering wheel. In Sport mode the steering has pleasing resistance and feels surprisingly natural. The steering lightens in Comfort and Save mode, for easy cornering around town. When pushed there is of course understeer, being front-wheel drive, but lifting off mid corner allows the back end to move slightly, giving the car a playful character when under duress.

The Alpine’s 220 hp gives a good initial punch out of corners, but it fades away quickly and lacks a real surge of excitement. The 52 kWh battery is the same used on the top spec R5, but the sound is very different. For the A290 there is ‘Alpine Drive Sound’, which Alpine has developed with French audio brand Devialet. Essentially, it’s a whirring electrical noise that is said to be an enhanced version of the natural sound the electric motor makes. It’s not particularly inspiring, but does give good aural feedback, in the same way an engine does, letting you know where the grip is as you accelerate and decelerate.

When it comes to electric range, the Alpine has up to 236 miles with the 180 hp model, and 226 miles with the 220 hp motor. The Mini JCW offers slightly more with 251 miles.

Assertive Aesthetic

Design-wise, the A290 looks aggressive without being overly shouty, and is different enough from the Renault 5. The Renault is softer and leans more into its cult 80s aesthetic, but the A290’s wide body, flared arches and angled lines allude to its sporty credentials. The ‘X’ headlights reference classic rally cars, while the squat silhouette and faux side strakes give it a muscular appeal. It is bulkier than it could be, but in a world of cut-and-paste car design, it stands out.

Inside, the steering wheel feels suitably sporty. Its flat-bottomed design is said to be inspired by F1, as are the ‘RCH’ and ‘OV’ buttons, which can be found on Ocon’s and Gasly’s F1 car. The former is for adjusting the levels of brake regeneration. It is far more satisfying to use a twisty button than press a touchscreen. Simply click it left for one-stop increments of less regen, and right for more.