Styling
We'll keep a lot of these sections very short and sweet for you. Externally, there is very little to differentiate between GT and GTS flavours of the Alpine A390. The 400hp former comes on 20-inch 'Cristal' wheels as standard, as per our test car, but the 21-inch 'Snowflakes' that are standard-fit on the GTS are an option here, and they reduce the kerb weight of the vehicle overall by 3kg as they're forged. Aside from that, it's basically the boot badging which separates the two models, so if you like the GTS, you're sure to like the GT too. We particularly approved of the darker metallic paint of Bleu Abysse on our test example, though.
Interior
Inside the Alpine A390 GT, it's much the same story: you won't think this is the cheaper cabin of the two, because aside from a lack of the exposed carbon fibre you'd find in the GTS (which can look chintzy anyway), this is the same fabulous cabin. Material quality is excellent, the front bucket seats are superb, and the main interface and infotainment system is actually one of the better, less infuriating set-ups on the wider automotive market right now. Unless you clock that the internal structure of the A390 is not that different to what you might spy within a
Renault Scenic, which is only really an issue if you hyper-focus on the Alpine's 60-grand-plus price tag above all else, then you should find little to complain about when sitting in the GT.
Practicality
Attempting not to sound like a broken record, we nevertheless have to say... yes, it's the same in here as the GTS, so if you've clicked on the review link for that in the intro above, you're not going to get many new insights here. Principally, the main details are that passenger space in the back is OK, certainly in terms of legroom, but when it comes to headroom there's less of an abundance of the stuff due to the A390's sloping coupe-like roofline. A 532-litre boot is pretty decent at the back, although there is no 'frunk' in the Alpine because of its unusual triple-motor layout.
Performance
Right, now we get to the nub of the matter. Like the GTS, the GT has three electric motors, one on the front axle and then another two at the back, these handling a rear wheel apiece. In the GT, they operate at 98.3kW each, instead of the 115kW of the GTS, so that means peak outputs of 400hp and 661Nm, reductions of 70hp and 163Nm accordingly. As the GT weighs the same 2.1 tonnes as the GTS, you're looking at a 0-62mph time that's nine-tenths slower, but still suitably rapid at 4.8 seconds all-in, while the (pointless) top speed is reduced by 13mph to 124mph.
On the road, though, and accepting there has been a significant period of time between driving the pair of them (not to mention a whole slew of different test cars in the interim), we honestly couldn't really discern any sort of deficit on the GT's part. It still feels really quick and insistent in a wide range of driving scenarios, it makes some, er, unusual noises in a few of its sportier modes, and it has enough grunt about it that you don't feel like you're in a two-tonne-plus SUV. You'd be more than satisfied with an A390 GT.
The better news is that, officially, it goes further on a single charge of its same-sized (but subtly different chemistry) battery pack, with a 345-mile claim eclipsing 312 miles. Yet it's the real-world range which seems superior, as this GT managed 2.9 miles/kWh across 395 miles of testing. Admittedly, there was no track work, no mountainous climbs nor no searing temperatures plus full-bore air-con usage while we were in the 400hp car in the UK, as there was with the GTS in Italy where it achieved a rather-less-impressive 2.5 miles/kWh, but it nevertheless means the A390 GT should be able to do a realistic 260 miles or thereabouts between charges. That's admirable, for a car of this power and physical size.
Ride & Handling
We're back to the 'no differences' thing here, as the GT has the same torque-vectoring and suspension settings as the GTS. Therefore, the Alpine is a lovely thing to drive in the corners and fairly relaxing for just cruising about in, although it lacks the delicacy and sheer majesty of the old
A110, nor does it quite have the B-road fun factor of the other Alpine product, the
A290 hot hatch.
It also doesn't quite have the all-round polish and glittering abilities of an EV such as the
Porsche Macan GTS Electric, but then it's also a lot cheaper than a Porsche Macan GTS Electric as compensation. Oh, and it does ride marginally better on the 20s than the 21s, although a hefty EV like this can never ethereally float like the A110 used to, natch.
Value
The GT feels about as quick on the roads as the Alpine A390 GTS, it'll go further on its electrical resources before needing a charge, it looks almost identical inside and out, and it drives every bit as sweetly as its 470hp relation - only it's a good chunk less cash. There's an £8,000 gap between the two Alpine fastbacks and that's why we'd recommend the GT first and foremost as the better-value offering, although with some options fitted the 400hp car gets very close financially to a standard 470hp GTS.
Verdict
Alpine, a company used to dealing with the lightweight, has done a very, very commendable job with its first attempt at something well beyond the 2,000kg barrier, even if the company itself won't refer to the A390 as an 'SUV' (it is, though, isn't it?). For us, on the basis that the GTS doesn't add enough to the overall experience to justify the additional £8,000 outlay at purchasing time, it's this GT model you should be looking at primarily, if you're in the market for a high-performance EV that
isn't a Porsche Macan Electric of some kind.
