Test: is the Alpine A290 GTS really as fun as the A110?

Where and when?

On the island of Mallorca at the end of October and on the local LLUCMAJOR circuit. Cloudy but warm weather (between 20 and 24°), rain at night.

The pitch

Alpine joins Mini and Abarth in the segment of 100% electric sports city cars which should ultimately restore the desire and the possibility of driving a sports car today. It is Alpine's first electric car, it is developed by the teams who worked on the A110 and the old Renault Sport and is, as such, eagerly awaited.

Premier regard

It is captivating in the same way as the R5 from which it derives. The problem is that many find the R5 nicer because it is already aggressive and above all much less loaded with free styling elements. Another concern comes from its strangely high ride height. The space between the top of the tire and the wheel arch is just too big. Its front face with its additional cross lights is just cute.

Numbers (and some letters)

The Alpine A290 GTS is the high-end version of the catalog, excluding limited series. It combines the best equipment with the most powerful engine. It therefore develops 220 hp and 300 Nm of torque, which may seem a little tight compared to the future sports cars from the Stellantis group which all claim 280 hp (Lancia Ypsilon, AR Junior Veloce, Abarth 600e) and even compared to the Mini JCW Electric which climbs to 258 hp. However, all these more powerful models are also heavier since the Alpine weighs 1479 kg against 1730 for the Mini! The mass distribution is 57/43, which is significantly better than for an equivalent thermal which was around 65/35.

It is given for a 0 to 100 km/h in 6″4 (at 20% battery it is still capable of achieving a 6″7), it “speeds” at 170 km/h at peak and knocks down the 1000m DA in 27″7 (the 400m in 14″7). These are times quite close to what a Clio 4 RS could do except for the much higher V-Max for the Renault.

Although it looks imposing when you see it, the A290 is less than 4m long. But it is its width which has this effect since it exceeds 2m wide with its mirrors. Its trunk offers 326 liters of loading capacity (the optional Devialet sound system “eats” 26).

Its brake discs (320mm front and 288 rear) come from the lighter A110 but remember that the Alpine also benefits from a regenerative engine brake which spares mechanical braking. She wears Michelin PS S5 A29 in 225/40 R19 specifically developed for her.

In terms of battery, it has the large 52 kWh pack which gives it a WLTP range of 364 km. It accepts fast charging up to 100 kW.

The extra thing

It's the OV button, for Overtake, found on the steering wheel. It's there to remind you of F1 except that it's not really a boost in the sense that it doesn't provide a temporary increase in power but just allows you to accelerate fully with a simple press of your thumb as soon as you have 10% throttle. Basically, you get the same thing by accelerating hard… In short, it's a hyper sensitive thumb throttle.

The complainer, what does he say?

But they are going to kill Alpine with their electrics!!

On the road

The A290 offers 4 driving modes selectable via a specific button on the steering wheel: Save, Normal, Sport and Personal to independently adjust its items. As the suspension is passive, the modes only influence the level of steering assistance, throttle response, lighting ambiance and Alpine Drive Sound engine sound. Obviously I try the car with the ESC disabled.

The steering wheel is thick for a small city car that wants to attract female customers but the reception is flattering. I would happily do without the huge impersonal digital screen but it at least has the merit of making the information readable. The artificial sound doesn't do anything, but it doesn't get you drunk quickly enough for us to try to do without it immediately. In conventional use it happens that we sometimes touch the brake pedal, and in this case, we still slightly feel the transition between regenerative and mechanical. This is less true when you hit the left pedal a little harder. Note that the blue dial on the steering wheel allows you to adjust the regeneration force (engine braking) on ​​4 levels. The 1 corresponding to that of an A110, it will be perfect for me.

In town, it's firm but not brittle and as soon as you pick up speed, the flexibility is very present. The hydraulic stops make the damping extremely progressive, particularly in virile supports, and on this level, the work is remarkable. The car never understeers.

Apart from a slightly exaggerated roundabout entry, I never felt the effect of the Brake Steer on the inside rear wheel which gives the sensation that the stern is rolling around the curve. 99% of the time and especially when you start driving hard, the A290 stands out above all for its ultra-secure stability. It seems that the Alpine staff who claim that it is almost as fun as an A110 have never driven a coupe from the brand!!

The restarts are controlled by Alpine Torque Precontrol, a system which anticipates the loss of grip following a resumption of the accelerator and which therefore modulates the arrival of power. It's efficient and finely tuned since you still sometimes feel a wheel slipping to find grip, which gives a precise indication of the grip available. It's a bit reminiscent of the effects of a self-blocking agent, the absence of which some people criticize. But on a city car with only 220 hp, would it really be useful? We’re already doing without it in the A110…

On the other hand, we can regret the lack of sensations and freedom granted to the pilot. This torque management means that you no longer have to modulate the accelerator in curves and, knowing that we no longer have a gear lever, nor a load break when accelerating, this tends to simplify excessive conduct, which also amounts to making it soporific. Certainly, it's effective but, in the end, not very entertaining. Or not for long. This software framework which seems to prioritize safety over fun means that we have the feeling of having taken a tour of the car after 45 minutes. There is only one way to conduct it since even a call/counter-call does not trigger a drift. We can already do without any shivering sounds…

On the track

On the small LLUCMAJOR track, our two sessions of two flying laps did not really use the A290s. However, this made it possible to confirm its real effectiveness, its well-calibrated behavior and its priority tendency towards stability. We are far from the lively side of an A110, which can be acceptable since it is not rear-wheel drive, but we are also very far from the playful behavior of a Fiesta ST or an i20 N. The car only agrees to let its stern come in under certain very specific conditions (prolonged steering and moderate slowing down) and this, thanks to a brake on the inside rear wheel. We feel that marketing has preferred to secure behavior without refraining from asserting in their communication that “ the driving sensations of the A290 in terms of agility, control, ease and precision are close to those felt at the wheel of our icon A110 and provide just as much pleasure. » Maurice (or in this case Robert since it is the head of engineering, Robert Bonetto, who says this), wouldn't you push the envelope a little further?

Otherwise, in fast 90° turns likely to go hard, we feel that the Alpine Torque Control anticipates the loss of grip and automatically reduces the arrival of power, which is certainly effective but frustrating. In a sports car which does not compete and which therefore does not exclusively seek the time, the interest is that the driver has something to do and feel, just to feel proud and to be able to congratulate himself when he does a good job. round. And it's also extremely pleasant to drive your car in very different ways, depending on your mood. Cleanly or dirty, it's the driver who must choose, not the software. And then, without feeling the rage of a combustion engine in each gear, without having to use the gear lever, track sessions quickly become boring. In terms of satisfaction, the transition (and the difference in bite) between regenerative and mechanical braking is less noticeable when you crush the pedal more readily. The braking is powerful but does not seem to last very long on the circuit.

The blessed one, what does he say?

Honestly, it's nicer than a Mini or an Abarth 500

Prices

The Alpine A290 is sold in 6 versions, 4 standard versions of 180 hp and 220 hp and two limited series Première Edition with all options.