Alpine A290 GTS | Test Drive

20 April 2026 Redazione News, Performance, Tested

Pocket rockets of the good old days are, unfortunately, now part of the history books. Today they’re being brought back to life, but with a quiet electric compromise. Will they still be able to thrill us and rekindle that irrational love that so often made us choose them over supercars? We tested what currently seems to be the most interesting one out there: the Alpine A290 GTS.

Words Marco Mancino / Photos Jay Tomei

Once upon a time — not so long ago — there was a small group of models capable of overshadowing the so-called dream cars. They weren’t supercars, but rather proof that a far more popular and modest automobile could deliver just as much excitement and fun. Rumor has it they were even used every day, including the most casual commutes where you’d never expect to see a wide, low, expensive coupe. The shapes of the base models were sometimes radically transformed into something more exciting, while in other cases they remained very faithful to the original design, strengthening that sense of complicity which enthusiasts saw as belonging to something specific: the world of hot hatches.

They were nicknamed “pocket rockets” because, over the years, with advancing technology and unwavering belief in these phenomenal machines, the performance gap with far more expensive supercars narrowed to the point that we often found ourselves preferring them — especially on twisty roads. Their innate ability to attack a mountain pass one moment and take you to the grocery store the next helped spread this phenomenon on a large scale, prompting nearly every manufacturer to take a shot at what became the coolest segment around.

But, as in every fairy tale, a villain eventually appears. The need to follow increasingly crowded market trends, the (logical) obligation to generate more profit than cost and the long-standing obsession with ever-larger cars have inevitably led to the near extinction of this species. And to think that just a few years ago, we were spoiled for choice. Perhaps things are about to change, provided you’re willing to accept the compromise that the new generation pocket rockets seem to exist only with 100% electric powertrains, which many see as the antithesis of driving involvement.

Because yes, when it comes to outright performance, we’ve established that electric power can deliver astonishing numbers, unthinkable for internal combustion engines. But since the very essence of a hot hatch lies in the level of fun it offers the driver, we can’t ignore issues of size and weight. When we got behind the wheel of the new Renault 5 last year, we said it wasn’t just one of the best electric cars on the market, but one of the best cars overall. A year later, we stand by that statement. And since the (electric-only, of course) R5 stirred our memories of the legendary 5 GT Turbo, the urge to sit in the A290 became impossible to resist.

Alpine, which since 2017 has revived the glory of its predecessor with the fantastic A110, is now ready to close the chapter on its small two-seat petrol car and move entirely to electric propulsion. Quite a statement, especially given the promise to take over from the much-missed RenaultSport division. The A290 marks the beginning of what is shaping up to be an ever-expanding lineup. It’s fair to see it as an evolution of the R5 concept, a lively hatchback that doesn’t make outright sportiness its sole focus.

The A290 comes with a single 52 kWh battery and is offered in GT (177 hp) or GTS (218 hp) versions, with a truly ambitious goal. It’s not just meant to be the high-performance version of the electric R5, but the spiritual successor to a long line of models that made RenaultSport an institution, not just for enthusiasts. Trust me, even my grandmother knows what a Clio Williams is. To achieve this, Alpine’s engineers didn’t just widen the body and extract more power (not horsepower in the traditional sense) from the electric motor; they implemented a series of changes that go far beyond a simple trim upgrade, shaping a car for those whose right foot enjoys a certain level of commitment.

Now, some of you might raise an eyebrow — 218 hp may not sound like much. But Alpine’s goal isn’t explosive 0–100 kph runs, which have become almost trivial in the EV world. Instead, it’s about what happens before and after those straights, where you’ll find the available power more than sufficient for the car’s character. Partly because it’s front-wheel drive and when the 300 Nm of torque are unleashed with a firm press of the throttle, the specially developed Michelin Pilot Sport 5 tires do their best to maintain traction without making the steering overly nervous.

I grip the wheel firmly at 9:15 and notice traction control stepping in without being too much intrusive. The Alpine shows no body roll; if anything, it feels firmly planted. I’m pressed to the seat, supportive in corners yet comfortable over longer distances. You can even set a fake sound, not one that tries to mimic a real engine, but one that accompanies the rising speed, reaching 100 kph in 6.4 seconds. It feels quicker than that, and up to 110–130 kph, the A290 keeps pushing. Strongly, but never violently. That’s exactly what I like: it lets you approach corners more focused. You’re not overwhelmed by its acceleration like in a Model S Plaid. With a weight of 1,554 kg, I’m determined to keep my foot down and exit corners as I would in a Clio RS.

The GTS stays glued to the road. After a slight lift, I get back on the throttle hard. It pins me to the seat, I smile, and out of the corner of my eye I check the digital instruments. On the steering wheel, there are a couple of buttons. The drive mode selector cycles through Normal, Sport and Personal, while the red button above the right spoke is essentially redundant as it delivers maximum power for 10 seconds, just like a kickdown. Then there’s a beautifully designed RCH rotor that adjusts regenerative braking intensity across four levels. None of them enable true one-pedal driving, which I find appropriate when driving spiritedly, the brake pedal plays a crucial role, even in shifting weight balance intentionally.

Speaking of brakes, we get one of the first clear links to the A110 (like the gear selector buttons, albeit with a single forward gear): the GTS features a Brembo system with four-piston monoblock calipers and a by-wire setup that shows no fading even under heavy use, which is exactly how this car begs to be driven. It’s tough and the more you push it, the more it gives back. Hard and pure, like the pocket rockets of nearly half a century ago. The steering is razor-sharp and in Sport mode it significantly reduces the sense of height that comes from a slightly higher ride compared to traditional hatchbacks.

To be honest, the seating position doesn’t feel too high, but a few centimeters lower would have enhanced the connection with the road even more. Then again, it’s 2026 and not everyone is as romantically stubborn as we are, willing to sacrifice comfort for a chassis as stiff as marble. Still, the A290 features hydraulic bump stops and dedicated suspension (with a multi-link rear setup and independent wheels), solutions aimed at reducing roll and improving precision especially at higher speeds. A wider track — by 6 cm — also improves grip and driver involvement. And while the R5 is a beautiful object, the A290 GTS amplifies its sporty character, with side styling that nods to the air intake of the mid-engined R5 Turbo. There are also more aggressive bumpers and X-shaped running lights mounted on the body work, a clear reference to its rally heritage.

Between spirited drives, charging stops will become frequent. The manufacturer claims around 364 km of range, but in the winter conditions of our test weeks, I never exceeded 315–330 km (driving sensibly). Others do worse, but a higher figure would certainly help ease range anxiety. Is that the A290’s only flaw? Some point to the top speed limited at 170 kph — a somewhat conservative choice, as 200 kph might have been more fitting. But in reality, it’s yet another sign that this Alpine is meant to be a driver’s car, one that shines in corners, not on dull straights.

“Straights are just the boring bits that connect corners.” – Sir Stirling Moss.

The A290 GTS understands this perfectly, making you anticipate corners the way you once awaited your first paycheck dreaming of saving enough to buy an R5 GT Turbo or a Peugeot 205 GTI. Those were different times, with fewer absurdities tied to emissions and numbers, but – unfortunately – less safety as well. The A290 is a modern-day hero, mindful of a legacy that’s anything but light, doing its best to bring enthusiasts back to a world that seemed lost. It won’t redefine electric performance like the Ioniq 5 N — after all, that’s a different class and price point — but what if it marks the rebirth of a generation we thought extinct? Just in case, I press Start and let that mix of electric whine and Michelin tire noise carry me where corners make rules that are meant to be broken.