2026 Alpine A390 GTS Review: 470 HP, Three Motors, Five Seats

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The 2026 Alpine A390 GTS asks a simple question: what happens when a French sports-car company builds a five-door electric fastback and refuses to make it entirely sensible?

The answer involves three motors, 470 hp, 824 Nm of torque, launch control, six-piston brakes, and a red button marked Overtake. Subtlety apparently missed the product meeting.

Alpine positions the A390 GTS above the regular GT version, with French pricing starting at €78,000. It seats five, carries 532 litres of luggage, and reaches 100 km/h in 3.9 seconds. That means it can transport a family and rearrange their groceries at the same time.

Alpine A390 GTS Performance Specifications

The main Alpine A390 GTS specifications include:

Electric motors: Three
Drive system: All-wheel drive
Maximum power: 345 kW, or 470 hp
Maximum torque: 824 Nm
0-100 km/h: 3.9 seconds
Top speed: 220 km/h
Usable battery capacity: 89 kWh
Maximum DC charging rate: 190 kW
Maximum WLTP range: 551 km
Starting price: €78,000

The three-motor electric drivetrain uses one motor at the front and two motors at the rear. Each rear motor controls one wheel, allowing the car to distribute power across the rear axle without waiting for the brakes to correct a mistake.

Alpine calls the system Active Torque Vectoring. It adjusts torque every 20 milliseconds, giving the electronics plenty of time to intervene before the driver finishes blaming the road.

Specifically, the system sends extra torque to the outside rear wheel during cornering. That action helps rotate the car, reduces front-end push, and keeps the chassis pointed toward the corner exit rather than the nearest decorative hedge.

Chassis Engineering Takes Priority Over Headline Power

Alpine could have chased a four-digit horsepower figure. It chose chassis control instead, which may disappoint internet commenters but should please anyone who actually drives the car.

The A390 GTS uses forged-aluminium suspension components, hydraulic bump stops, a fast steering ratio, and a near-neutral 49:51 weight distribution. The layout places slightly more mass over the rear axle, where the two rear motors manage traction and cornering balance.

The braking system uses 365 mm front discs with six-piston monobloc callipers. Those discs measure 14.4 inches across, giving them roughly the visual delicacy of restaurant serving trays.

Drivers receive five operating modes:

Save: Reduces energy use and softens accelerator response
Normal: Balances daily comfort with predictable power delivery
Sport: Sharpens accelerator response and steering behaviour
Personal: Lets the driver select preferred settings
Track: Prioritises rapid response and chassis control

The car also provides five regenerative braking settings, including one-pedal driving. A steering-wheel button activates maximum output for up to 10 seconds, which helps with overtaking and confirms whether passengers secured their drinks properly.

Alpine A390 GTS Dimensions and Practicality

The main Alpine A390 GTS dimensions include:

Overall length: 4,615 mm, or 181.7 inches
Overall width: 1,885 mm, or 74.2 inches
Overall height: 1,532 mm, or 60.3 inches
Wheelbase: 2,708 mm, or 106.6 inches
Cargo capacity: 532 litres, or 18.8 cubic feet
Front brake diameter: 365 mm, or 14.4 inches

The Alpine A390 electric fastback measures 4,615 mm long, yet its 2,708 mm wheelbase keeps the proportions relatively compact. It sits lower than many electric SUVs, giving it a planted stance without requiring occupants to climb into something shaped like a municipal building.

The 532-litre cargo area provides enough space for weekly shopping, holiday luggage, or several charging cables purchased by an owner who still distrusts public infrastructure.

Aerodynamic equipment includes:

A roofline angled at 17 degrees
An 8-degree rear diffuser
Underbody airflow management
Rear-wheel air flaps
A spoiler integrated beneath the rear glass
Air guides positioned around the wheels

Each component controls airflow without covering the body in decorative fins. Alpine apparently decided that the motors already provide enough theatre.

Battery Range and Charging Speed

The 89 kWh NMC battery supports up to 551 km of WLTP range when the car uses 20-inch wheels with Michelin Pilot Sport EV tyres. The standard 21-inch Michelin Pilot Sport 4S tyres reduce the official figure to 503 km.

That 48 km difference deserves attention. Large wheels improve steering response and appearance, but they also increase rolling resistance, tyre weight, and aerodynamic drag. Physics remains immune to marketing departments.

The charging figures include:

Maximum DC charging: 190 kW
Average charging power from 15-80 percent: About 135 kW
Estimated 15-80 percent charging time: Less than 27 minutes
Standard AC charging: 11 kW
Optional AC charging: 22 kW
Electrical architecture: 400 volts

Several competitors use 800-volt electrical hardware and accept higher charging rates. Consequently, the Alpine gives up some motorway convenience in exchange for a compact body, independent rear motors, and chassis hardware aimed at drivers who consider corners something other than interruptions between charging stations.

Pro-Tips for Alpine A390 GTS Buyers

Choose the 20-inch wheels when driving range carries more weight than visual drama.
Select the 21-inch tyres for sharper warm-weather grip and quicker steering response.
Use battery pre-conditioning before rapid charging or repeated acceleration runs.
Add the optional 22 kW AC charger only when a compatible three-phase supply sits nearby.
Check winter tyre prices before buying, because 21-inch performance rubber rarely supports financial optimism.

Alpine A390 GTS vs Key Electric Rivals

The Alpine A390 GTS competes with several fast electric crossovers and fastbacks. Each rival takes a different approach to speed, range, charging, and price.

Alpine A390 GTS

Power: 470 hp
0-100 km/h: 3.9 seconds
WLTP range: Up to 551 km
Maximum DC charging: 190 kW
Starting price: €78,000
Main advantage: Independent rear motors and compact proportions
Main disadvantage: Lower charging rate than several rivals

Hyundai Ioniq 5 N

Power: 650 hp
0-100 km/h: 3.4 seconds
WLTP range: Around 448 km
Maximum DC charging: Around 350 kW
Starting price: Approximately €73,995
Main advantage: Strong acceleration and very fast charging
Main disadvantage: Shorter official driving range

The Hyundai Ioniq 5 N wins the acceleration and charging contest. It also carries 180 hp more, in case 470 hp sounds dangerously close to restraint.

Polestar 4 Dual Motor

Power: 544 hp
0-100 km/h: 3.8 seconds
WLTP range: Up to 590 km
Maximum DC charging: 200 kW
Starting price: Approximately €64,800
Main advantage: Strong range, power, and price
Main disadvantage: Larger exterior dimensions reduce its compact appeal

The Polestar 4 Dual Motor offers more range, more power, and a lower starting price. Its longer body gives passengers additional space, though drivers must also park the additional space.

Porsche Macan 4S Electric

Power: Up to 516 hp
0-100 km/h: 4.1 seconds
WLTP range: Up to 606 km
Maximum DC charging: 270 kW
Starting price: Approximately €92,200
Main advantage: Longer range and faster charging
Main disadvantage: Higher starting price before options

The Porsche Macan 4S Electric travels farther and charges faster. Its higher price also leaves room for several costly options, which Porsche will gladly locate.

Should You Buy the 2026 Alpine A390 GTS?

Buy the Alpine A390 GTS when steering precision, compact dimensions, independent rear-motor control, and five-seat practicality rank above maximum charging speed.

Skip it when long motorway trips dominate your schedule or when straight-line acceleration settles every purchasing decision. Several rivals charge faster, cost less, or produce more power.

Alpine targets drivers who still care about cornering behaviour in an electric vehicle. The A390 GTS carries family luggage, delivers up to 551 km of claimed range, and reaches 100 km/h in 3.9 seconds. It also proves that practicality can coexist with a red Overtake button, although Alpine wisely avoided calling it the Panic button.