Why you should try the Alpine A290 before having a clear opinion

With a stocky silhouette and an already muscular look, the new electric Renault 5 skillfully apes the small GTIs of yesteryear. Impression immediately confirmed at the wheel of this French car with its aggressive front axle, very direct steering and efficient chassis, notably thanks to quality running gear.. Add sharp and instantaneous acceleration – the prerogative of “zero emissions” – and we say to ourselves that the new star of the Losange has little to envy of thermal bombs. We understand that the noise of a car and the autonomy offered by the 52 kWh battery are not a hindrance.

So when Alpine presents its own version of the R5, called A290, by increasing the entry ticket to €38,700 – compared to €33,490 for a 150 hp R5 – or even €41,700 for the more powerful of the two variants, we says that the argument has every interest in being well studied. Fortunately, Alpine didn’t do things by halves. And if the Dieppe firm obviously started from an excellent base signed by the parent company Renault, all the refining carried out in Normandy is felt.

No, the Alpine A290 is not a failure aesthetically

First, if the silhouette of the A290 is a replica of the R5, the impression of a car that is even more planted on the road is not just a matter of added lower bodywork. Certainly, these elements, like the wing extensions and the rear diffuser contribute to the style effect, but the tracks of the little Alpine are still 6 cm wider than those of the R5. At 1.82 m wide and 1.51 m high, the A290 is more in the league of small SUVs, while remaining short (3.99 m). And we cannot forget the additional “X” headlights, as standard, as well as a range of specific 19-inch rims. To those who consider this aesthetic preparation a little simplistic, it is worth remembering that Abarth has never been accused of being lazy after having dressed the Fiat 500 in its own style.. However, apart from two exhaust outlets and more prominent bumpers, nothing separated the Abarth 595 from its matrix at Fiat. As for the Renault 5 Alpine from 1976, it was not more aesthetically sophisticated.

A neater interior

In the passenger compartment too, the duplication of the R5’s dashboard escapes no one. But Alpine still significantly reworked the center console to place the automatic gearbox controls there like the A110. Disadvantage: the few practical aspects on board the R5 disappear and the A290 only retains the induction charger. Advantage: you still have the impression of not being in the same car, which is also confirmed by the specific steering wheel and upholstery. Likewise, the dashboard and door trims give the impression of a more subdued interior. The two 10-inch screens remain common to the R5, but we cannot in any way make this criticism of the A290, since the sharing of electronic architecture is common to all manufacturers. And the Clio “4” air conditioning unit grafted onto the A110 has never posed a problem for Berlinette customers.

A more fun ride

From the first spin of the wheels, the R5 puts a smile on the face of those who are attentive to the pleasure of driving. Is the A290 better? Yes. Shock absorbers with hydraulic stops, larger anti-roll bars, recalibrated steering, Alpine has clearly refined the good Renault recipe. At the wheel, all the qualities of the R5 are therefore amplified and we enjoy this city car with its eye-catching front end – thanks to the Michelin Pilot Sport S5 – which turns in one block while maintaining good comfort for this type of car.. Using it on a daily basis is not incongruous because the A290 is never breakable. Certainly, the traction could be better to gain even more efficiency and the maximum speed is limited to 170 km/h, but the lively behavior and the solid acceleration offered by the 220 hp engine give one hell of a banana. Special mention to the braking, biting and powerful.

In reality, don’t spend time explaining to your doubtful neighbor everything that technically separates an A290 from an R5. Lend him the steering wheel so he can judge for himself. Certainly, the first mass-produced electric Alpine has nothing exclusive and does not erase the defects of its matrix. Its rear seats remain minimal and its autonomy ultimately average (380 km at best on the WLTP cycle). But in its capacity as sporty, a term that it objectively does not usurp given its road performance, the Alpine A290 can create a crush. This purebred French is expensive, but if finances permit, it has every chance of giving its lucky owner a banana with each use. And suddenly, the price becomes a little lower.