Alpine A390: 3 motori, 400CV e un torque vectoring da Ferrari. Poi vedi il PREZZO.

I want to be honest from the start: I like the Alpine A390. A lot, aesthetically and technically. But there's a huge BUT: the price. In this first look, we'll tell you how it drives, what really works, and why that €80,000 price tag raises a huge question mark. A full test with real-world fuel consumption will be available on TechDrive. Let's start with the technical aspects, which are the most interesting. The A390 is a 4.60 m electric SUV coupé with a 51% rear/49% front weight balance, a very low center of gravity, and three motors: one at the front and two at the rear, one per wheel. This is the key to everything. Like the Ferrari Luce, having one motor per wheel at the rear allows for true, physical torque vectoring, with response times of 1 millisecond. Not the torque vectoring simulated via the brakes that all other electric cars with a single rear motor do: here, the torque is physically transferred, wheel by wheel, and the car spins around corners, carving corners. This is unattainable even for a traditional rear-wheel drive car with a limited-slip differential, because you don't have the response time of a differential: in a millisecond, you can shift all the torque to one of the two rear wheels. The braking system features 365 mm discs with six-piston monobloc calipers. It weighs over 2 tons, like all electric cars, but dynamically it feels light and engaging, and it does so without the need for air suspension or complex electronic gimmicks. The GT version we drive delivers 400 hp and over 660 Nm of torque, with a 0-100 km/h time of 4.8 seconds and a top speed of 200 km/h. The GTS increases its torque to over 800 Nm and reaches a top speed of 220 km/h. There's a battery cooling system developed for track days, which maintains consistent performance over long sessions, and a Track mode that frees up the controls just enough for fun. It's currently the fastest Alpine ever, while we wait for the new electric A110. Aesthetically, I'll say it clearly: I like it. The front is superb, the hood is aggressive, the aerodynamic vents are real, designed using CFD to create downforce on the front axle. The daytime running lights are thin at the top with deep elements underneath, and 20" wheels on the GT and 21" on the GTS. Many people find it ugly: obviously I don't understand, but for me it works great, especially in this color. There are two flaws I've already noticed in this first taste. First: the steering. It's well-ratioed, quick, better than I expected, but it doesn't convey enough sensitivity to what's happening under the front wheels. For a car aimed at a niche market seeking performance beyond aesthetics, I would have expected more honest feedback (perhaps due to the specially-branded Michelin tires, optimized for rolling resistance, which somewhat filter out the sensations). Second: range. It's claimed for almost 560 km, but with 71% battery life it only reached 244 km, and we certainly hadn't put on a show. This could be the Achilles heel of an otherwise highly technological platform. And then there's the €80,000 BUT. The GT costs around €70,000, the GTS around €80,000. I understand what Luca de Meo did with Alpine, following the same premium path he took with Cupra in the Volkswagen Group, and he succeeded very well. But at this price, you're entering the territory of BMW and Mercedes, who know how to make premium and have been doing it for longer. Inside, some parts are stunning: Alcantara door panels with stitching and metal, beautiful seats (never seen so beautiful in a Renault), two-tone padded leather, Devialet sound system, carbon fiber details. But the steering wheel is taken directly from the Clio, the Android Automotive infotainment (excellent, mind you) is identical to that of a Clio without even changing the frame, and if you look down, you'll find hard, thin plastics that are quite out of place at €80,000. It's built on the revised Renault Ampere Medium chassis, but the inconsistencies between the luxury of certain details and the economy of others are noticeable. It remains a car that drives divinely well and is beautiful. The rest, especially the price/premium feel, is up to you to decide. Let us know your thoughts in the comments. We're reading! VIDEO CHAPTERS 00:00 - Alpine A390: Honesty Above All 00:40 - Chassis, Three Motors, and Physical Torque Vectoring 01:50 - Driving: 400 HP, Track and Dynamic Modes 03:00 - The First Flaw: Uncommunicative Steering 04:00 - Range: A Possible Achilles Heel 04:40 - Torque Vectoring vs. Simulated Limited Slipper 05:10 - Exterior Design, CFD Aerodynamics, and Wheels 05:50 - Power, GT vs. GTS Torque 06:15 - The MA: €80,000 and Comparison with BMW and Mercedes 07:00 - Interior: Where It Shines and Where It Lets the Renault Base Down 09:30 - Final Considerations #AlpineA390 #ElectricCar #Alpine