Alpine A390 review
The Alpine A390 electric SUV is a treat from behind the wheel, but it's far from perfect
Our opinion on the Alpine A390
The Alpine A390 is not your typical premium electric SUV. In the areas you wouldn’t expect a car like this to be good, it shines - it’s engaging to drive, performance is exhilarating, and the design stands out in the sea of identikit rivals. It is, however, lacking in practicality and the all-important premium feel demanded at this price point.
Keen drivers will happily accept the compromise and have a brilliant car to enjoy. More family-focused buyers tempted by the Alpine’s ability and exclusivity may find it a little harder to justify. Regardless, the fact Alpine has created a two-tonne SUV running on electric power that shows obvious connections to its A110 lightweight sports car is to be commended.
About the Alpine A390
The A390 might be Alpine's first electric SUV but it’s very much an Alpine in terms of its design. This is an all-electric, 4.6-metre-long, five-seat car that’s packing a high-performance electric powertrain, but the body shape is somewhere between an SUV, a coupe, and a four-door fastback. Alpine has dreamed up the term ‘sports fastback’ to try to explain it.
The car’s technical starting point doesn’t make good reading for fans of the high-performance French brand. Unlike the Alpine A110 sports car, which featured a bespoke all-aluminium structure and platform, the A390 shares more with the Renault Scenic and Nissan Ariya.
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Cash £12,500However, Alpine has a fine record of taking relatively mundane Renault platforms and producing cars that are a far more interesting proposition to enthusiastic drivers – just look at what it did with the Renault 5-based Alpine A290 hot hatch. The A390 is no rebadge job; under the skin, Alpine’s engineers have made the platform their own.
Its electric motors are bespoke, and have been developed in-house to give the A390 the only tri-motor layout in any electric car under £100,000. Its 89kWh battery is also unique to this model and big enough to give it competitive range. There are major changes to the chassis, including a whole new rear section and aluminium suspension components to save weight.
So far, we’ve tested the A390 extensively in GT and GTS forms, and matched it up against several rivals in our premium electric SUV supertest. The A390 only managed fourth place in the big test, as we felt that most of its more established competitors are better all-rounders for the money. However, it did manage to outshine the ageing Lexus RZ.
Performance & driving experience
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The A390 stands out from platform-sharing models such as the Renault Scenic and Nissan Ariya by having a tri-motor configuration. There are two motors for the rear axle, one for each wheel, and this set-up helps with the way the car performs.
Along with the tri-motor layout and the suspension with its hydraulic bump stops, you get five driving modes: Save (what would be called Eco on less performance-focused cars), Normal, Sport, Perso – where you can choose your personal settings – and Track. They’re selected via a button on the Alpine’s large, thick-rimmed steering wheel, where you’ll also find a tempting red switch marked ‘OV’. This is the overtake boost mode, and it acts a bit like a secondary, thumb-operated accelerator. Hold it down, and you get a boost of acceleration for up to 10 seconds in addition to whatever you’re asking for with the traditional foot pedal, followed by a 30-second recharge time.
Alpine refers to the A390 as a “racing car in a suit”, and on the road it has the substance to largely back that up. The A390 feels light-footed and nimble in a way a Porsche Macan Electric doesn’t, and it seemed to revel in attacking the challenging European roads of our test routes, showing all the class and competency of its sporty Alpine range-mates. It all gives confidence that the A390 has been set up by genuine experts, just like the A110 – it just happens to be a very different package.
| Model | Power | 0-62mph | Top speed |
| Alpine A390 GT | 395bhp | 4.8 seconds | 124mph |
| Alpine A390 GTS | 464bhp | 3.9 seconds | 136mph |
| Alpine A390 Premiere Edition | 395bhp | 4.8 seconds | 124mph |
Performance, 0-60mph acceleration and top speed
There’s a maximum output of 464bhp for the GTS model, while the GT has a more modest 395bhp. These figures aren’t exactly groundbreaking, but the way the Alpine delivers that power, together with respective torque figures of 824Nm and 661Nm, means its performance is something special.
By having two separate electric motors mounted on the rear axle, the Alpine isn’t just able to double the relative power, it can also divide torque between the wheels independently (no matter which version you go for).
Some EVs have a torque-vectoring differential on the rear axle to elicit a similar effect. Both the Macan Turbo Electric and the Polestar 3 offer those systems on a dual-motor setup, but the Alpine’s tri-motor layout feels altogether sharper and more responsive. Alpine quotes a 0-62mph time of 4.8 seconds in the GT and 3.9 seconds for the GTS, and we have no reason to question either claim having tested both cars. The GTS seems to be every bit as fast as its on-paper figures suggest, and we found it can put its power down in the wet very effectively, too.
Town driving, visibility and parking
The Alpine’s ride is certainly on the firm side, but it’s not as harsh as you might expect, especially when you consider that the GTS model comes with 21-inch wheels and low-profile tyres as standard. Plenty of suspension travel helps, while hydraulic bump stops have allowed the engineers to make full use of that movement without worrying about bottoming out.
This gives the whole car excellent composure, with the ability to shake off ruts and potholes without getting crashy. At low speeds on rough surfaces, there’s some background jiggle from the suspension that becomes more obvious through the seat and steering wheel, but it’s not a deal breaker.
The A390’s light steering and silent powertrain make it easy to drive in traffic, as does the ‘one-pedal’ driving mode that brings the car to a complete stop. The six-piston brakes sound as if they should be effective, but they could do with a bit more bite; the intuitive and easily adjustable regeneration system does a lot of the work in everyday driving, and the physical pedal can feel a bit dead when you really stand on it.
The long bonnet and tail make parking a little trickier than it would be in a more traditionally proportioned SUV. Alpine says the rear screen is modelled on a crash helmet visor, and it looks as small as one when you glance in the mirror. At least there is a 360-degree parking camera system to save the day. The GTS also has automatic parking.
Country road driving and handling
This is where the A390 really came into its own, and in our group test against the BMW iX3 and several other rivals, we found the Alpine to be the most fun to drive. The steering is direct, linear and light, feeling perfectly in tune with the overall driving experience. It could have a little more feedback around the straight ahead, but you can feel the road surface and can anticipate the levels of available grip from the front end – not unlike in the Alpine A110.
In Sport and Track modes, the A390’s powertrain has a rearward power bias that sees the tail step out with an eagerness that could take some drivers by surprise. The electronics keep everything in check in Sport mode, while the fast steering helps, too.
The A390 obviously doesn’t match the A110’s extraordinary fluidity, which is facilitated by that car’s ultra-lightweight body. With more weight to manage than in a pure sports car such as the A110, the A390’s firm suspension is primarily focused on controlling the car’s mass – something you can feel as you drive down broken back roads. It does so very well, resisting lean in faster corners, but without feeling so rigid that you lose the feeling of connection and fun.
Motorway driving and long-distance comfort
Alpine didn’t want to create an engine noise for the A390 that mimics an internal combustion engine, so what you get when you accelerate hard is a gathering howl, like a hurricane coming down a drainpipe at you. It’s louder at lighter throttle levels in Sport mode, but completely disappears when cruising. You’re left with a very quiet cabin when driving on a motorway, with a little road roar and not a lot else. The ride at speed is pretty slick with the clever suspension more than a match for undulations.
“Accelerate hard out of a corner and you can feel the A390 lean into its outer rear wheel. This helps with traction and creates a really enjoyable pointy and almost oversteery feel.” - Jordan Katsianis, news editor.
Range, charging & running costs
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The A390’s 89kWh battery and 400-volt architecture doesn’t match the best in the class for range or charging speeds. You get a heat pump as standard on all models to help you achieve maximum efficiency in colder weather, though.
Electric range, battery life and charge time
We’ve achieved efficiency of 2.8 miles per kWh in the A390 GT, which equates to a range of 249 miles, but that’s around 100 miles short of Alpine’s official combined figure. It was a similar story with the GTS version that we tested in cooler conditions, too. We did take advantage of the car’s performance, but a return of 2.3 mi/kWh was well behind the Porsche Macan Electric 4S in similar conditions.
Like the range and efficiency, the Alpine’s charging times are fine but unexceptional. A peak charging speed of 190kW in the GTS means you can expect to replenish the battery from 15 to 80 per cent in 25 minutes or so. The GT has the same size battery but with a different chemistry and offers up to 150kW. Utilise a typical 7.4kW home wallbox charger, and it’s likely to take just over 14 hours to fully recharge an A390.
Charging speeds may not have a huge impact on most owners’ day-to-day life with the car - most will likely charge at home, taking advantage of cheaper overnight electricity rates, and when rapid charging, you’re more likely to be limited by the speed of the charger itself. That said, every rival mentioned above demolishes the Alpine’s 190kW maximum figure, despite their bigger batteries. At least there’s V2L bi-directional charging to power devices and V2G (Vehicle to Grid) capability to help reduce your home electricity bills.
| Model | Battery size | Range | Insurance group |
| Alpine A390 GT | 89kWh | 346 miles | 44 |
| Alpine A390 GTS | 89kWh | 312 miles | 48 |
| Alpine A390 Premiere Edition | 89kWh | 346 miles | 44 |
Insurance groups
Both the A390 GT and Premiere Edition are placed in insurance group 44 out of 50, while the more powerful GTS gets a bump up to group 48. In comparison, The Porsche Macan Electric opens in group 44, while the slightly more modestly-priced Skoda Elroq vRS is in group 37.
Tax
The A390 is well over the £50,000 VED threshold for luxury electric cars, so there’s a £440 premium to pay in years two to six. At least business drivers will enjoy a Benefit-in-Kind (BiK) company-car rate of just four per cent in the 2026/27 tax year.
Depreciation
Our market data shows that the A390 will retain 47 to 49 per cent of its original value after three years and 36,000 miles. That’s around the same as entry-level versions of the Tesla Model Y and Audi Q6 e-tron, but the latest BMW iX and the Porsche Macan Electric have stronger overall values at no less than 54 per cent.
To get an accurate valuation on a specific Alpine A390, check out our free car valuation tool...
Interior, design & technology
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The A390 isn’t a big car. It certainly doesn’t feel as chunky as other premium options, and while the 21-inch wheels and high floor do shout ‘electric SUV’, the body doesn’t. Alpine would like us to refer to its creation as a ‘sports fastback’ rather than an SUV and is keen to point out that it’s a single centimetre taller than the Alpine A290 hot hatch.
What you have is like a four-door coupe on stilts with a pronounced bonnet and stretched tail. The high point on the roof just behind the driver’s head and by design or not, this is also a trait found in the mid-engined Alpine A110.
Alpine’s designers have given the nose some concept car-like lighting treatments, with a complex arrangement of four small daytime running-light nubs that reference the quad lights of the A110. These are joined by a lightbar that stretches between them, and there’s also a collection of smaller LED light points below for the full effect; the actual headlights are cleverly hidden in the lower air intakes.
The side is also quite complicated, with some aggressive creases and lines that aim to hide some of the body’s bulk. But to give the A390 strong haunches, Alpine has had to narrow the cabin, reducing interior space. The rear door handles are hidden, while the back end is finished off with yet another light bar, plus a wraparound glass screen that’s better to look at than out of.
The Alpine A390 comes with a good haul of equipment as standard, and this isn’t a car where you’re going to have to blow a fortune on options to get it to a respectable specification. Our preferred GT model includes:
- 20-inch diamond-cut alloy wheels
- Heated electric sports seats
- Nappa leather heated steering wheel
- A 360-degree camera system
- 13-speaker Devialet stereo
- 12” vertical infotainment touchscreen
- 12.3” driver’s display
Mid-range GT Premiere Edition models add Sabelt bucket seats, 20-inch matte black alloy wheels, and Alpine ‘Driving Pack’ with hands-free parking, and a 22kW charger for bi-directional charging
Go for the range-topping GTS, and you get all of the above plus 21” forged wheels with Michelin Pilot Sport 4S tyres, Nappa leather bucket front seats with heating and massage functions, a premium Devialet XtremeSound stereo, an Alpine Telematics Expert system, and the Driving and Parking Pack.
The 21” wheels, with their bespoke tyres made by Michelin for the car, and the leather bucket seats are available as options on the GT. There’s also a carbon pack for the interior.
Interior and dashboard design
Ultimately, the A390’s cabin lacks the appeal it needs to stand out at this price point. The materials are good, and the leather bucket seats are superb with their wide design offering plenty of side support. Lifting the entire dashboard layout from the Renault Scenic takes away from this car’s individuality, however. It’s not that the screens aren’t good, it just feels like Alpine could’ve done something more special here to make the A390 feel unique.
Materials and build quality
The leather, aluminium and carbon fibre used extensively inside the A390 definitely give it a premium air. It’s all pretty tasteful, too, with harder plastics only found lower down around the door pockets and glovebox. Build quality seemed well up to scratch on our test cars, but the front passenger seatbelt could be annoying when it’s not in use; when the seat is in a certain position, the buckle can knock against the hard-backed shell, causing an irritating rattle.
Infotainment, sat-nav and stereo
Despite the screens being the same as the Scenic’s, there are bespoke Alpine graphics used throughout. From clear oval dials in the traditional style to mapping screens and driving tips, there’s a great range of information in well considered display formats. It adds to the user experience.
The Google-based software in the Alpine A390 is also very easy to use, and there are plenty of toys within, including lap-time telemetry, G-force metres and a real-time view of how the torque vectoring system is distributing the power. The beauty of the set-up is that it keeps the key controls for climate in view along with shortcut buttons for all the main menus. The Google Maps navigation is also top class and is made all the more easy to use thanks to its Google-based voice control system.
“In the metal, the A390’s design gives it a more dainty look than its rivals. Consider it a gymnast with chunky thighs compared with the Porsche Macan EV’s sumo-wrestler bulk” - Jordan Katsianis, news editor.
Boot space & practicality
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Space is something of an issue in the Alpine. The rear seats aren’t the most spacious and the boot is only average for the class. Up front there’s a lack of storage for small items, with only one cupholder and a wireless phone charging shelf on the top of the centre console.
There are larger spaces in a surprisingly deep cubby under the central arm rest and below on the centre console’s second tier, but both are dark and not really suitable for small items. It’s the same story with the door pockets, which are deep but a bit narrow, so it’s difficult to get your hand in to retrieve little items that have slipped down inside.
Dimensions and size
The Alpine A390 is not one of the larger mid-size SUVs out there, and its coupe-like body doesn’t make the best use of its footprint. There’s a lot of real estate taken up by the bonnet, tail and side haunches, and this has the knock-on effect of making the cabin feel a little pinched. SUVs with more traditional and boxy proportions, like the Porsche Macan Electric, liberate more cabin space.
| Dimensions comparison | |||
| Model | Alpine A390 | Porsche Macan Electric | Audi Q6 e-tron |
| Length | 4,615mm | 4,784mm | 4,771mm |
| Width | 1,885mm | 1,938mm | 1,939mm |
| Height | 1,532mm | 1,622mm | 1,685mm |
| Wheelbase | 2,708mm | 2,890mm | 2,900mm |
| Boot space | 532 litres | 540 litres | 526 litres |
Seats & passenger space
The front seats are very comfortable but feel a little enclosed by the chunky centre console. It’s possible to get a really good driving position with the amount of adjustment in the seat and steering wheel, but it’s a shame that the seat can’t go a little lower to boost the car’s sporty appeal.
There are larger spaces in a surprisingly deep cubby under the central armrest and below on the centre console’s second tier, but both are dark and not really suitable for small items. The door pockets are deep but narrow, so it’s difficult to get your hand in to retrieve little items that have slipped down inside.
Things are tight by the standards of the premium electric-SUV class, with compromised head and shoulder space, thanks to the sloping roof and narrowing cabin. It’s just about possible for a six-footer to sit behind their own driving position, but it’s a squeeze and the roof is close to your head.
There isn’t a lot of foot room under the seat, your knees are bunched up by the high floor and pushed into the back of the front seat, while your head is pressed into the roof lining. Kids and smaller adults will have a better time. The A390 is certainly better thought of as a four-seater despite the centre rear seating position having a seatbelt, because the middle berth is very narrow. It’s also quite dark in the back, with the sombre trim, small windows and no glazed-roof option contributing to a gloomy ambience.
Boot space
The boot space is less of an issue. It has 532 litres of space, which is about what you’d expect considering the exterior dimensions, and the rear bench does fold to create a bigger load area. There’s a lot of floor space in the boot, making it good for shopping bags, but not that much height for getting boxier items inside. There’s a double floor boot arrangement that can be specified from the options list.
“You’d probably have guessed that from its shape, but the shortage of space inside is even more pronounced than you might expect, with the dark trim and black headlining making it feel quite claustrophobic at times.” - Richard Ingram, deputy editor.
Reliability & safety
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It’s a sad indictment of where we’ve come to with driver assistance systems in modern cars that a key selling point is always how easy they are to turn off. Alpine scores big points here with the My Safety button down to the right of the steering wheel that lets you select your preferred settings with one press. It’s so much more civilised than wading through infotainment screen menus.
The A390 was awarded four stars out of five by Euro NCAP in 2025, which is one star behind key rivals such as the Audi Q6 e-tron, Porsche Macan Electric, and Tesla Model Y. According to Euro NCAP, it was penalised because a door opened during the side impact test, and it lost out on points because some of its warning systems to safeguard vulnerable road users are not on by default. It does come with a comprehensive suite of driver aids to hopefully prevent you from getting into a collision in the first place, though. It’s also too new to have appeared in our Driver Power customer satisfaction survey.
| Euro NCAP safety ratings | |
| Euro NCAP safety rating | Four stars (2025) |
| Adult occupant protection | 74% |
| Child occupant protection | 85% |
| Vulnerable road user protection | 80% |
| Safety assist | 77% |
Buying, prices and deals
Best buy: Alpine A390 GT
The GTS model certainly has strong appeal with its searing performance and faster charging, but you can several thousands of pounds by choosing the GT, which will be quick enough for most and be more efficient. It can also be ordered with the excellent bucket seats of the GTS and the 21” wheels with their bespoke Michelin Pilot Sport 4S tyres. That feels like the sweet spot.
You can save even more money by building your new Alpine A390 with the Auto Express Buy A Car service. You can also find a range of new A390 models in stock, as well as some top A390 leasing deals.
Alpine A390 alternatives
The obvious alternative to Alpine’s performance SUV is the Porsche Macan Electric, and you can get one for the same kind of money Alpine wants for the A390 GTS. The Audi Q6 e-tron is very close in terms of price and has a more luxurious cabin, but it can’t match the Alpine’s driving experience. In fact, the A390 is probably the driver’s choice in the electric SUV sector as a whole. The Tesla Model Y Performance is also similar money and ludicrously fast, but not as engaging. The Skoda Enyaq vRS would be a cheaper and more practical option, but it would lack the premium image of the Alpine.
Alpine A390 pictures
Key updates of the Alpine A390 review
- 3 November 2026: Latest driving impressions from our twin test.
- 16 December 2025: Inclusion of Euro NCAP crash test safety data.
Frequently Asked Questions
The Alpine A390 is covered for three years or 60,000 miles, whichever comes first. This is a pretty average warranty length. The Porsche Macan Electric is also covered for three years, but there is no mileage restriction.
Deals on the A390 and alternatives
