2025 Alpine A290 GTS V Mini JCW Electric

Alpine and Mini. Two names with indelible heritage carved in the stages of Monte Carlo (and beyond), now tied to a few sensible small EVs. Inviting an Abarth could have hammered the point home and formed a neatly small trio, but it would not have benefited many parties. Instead, we have the crème de la crème of affordable (ISH) electric hatchbacks. And a chance to refine the waiting party for Peugeot’s long-awaited E-208 GTI.

It also helps that we are back in a world of government subsidies, even if they are distributed sporadically and a little unpredictable. The A290 gets the smaller £ 1,500 cut at the time of writing; Whether the mini made by Chinese can compete can still be seen.

The Alpine A290 range starts at £ 33,500 (£ 32k with the subsidy) for the 180 hp, 7.4 seconds to-62 MPH A290 GT or £ 37,500 (£ 36k) for this 220 hp, 6.4 seconds A290 GTS. It gets a marginal higher top speed of 106 mph and a mite shorter range at 223 miles. The 52kWh battery loads on a fast DC charger on a fast DC charger.

The Mini John Cooper works electrically at £ 34.905 and offers 255 hp, a sprint of 5.9 seconds and 106 mph top speed in addition to a range of 230 miles, 49.2 kWh power and 95 kW. While the claimed efficiency numbers of the pair of the mini beneficiaries, we had both cars with 3.6 miles per kWh on a sticky hot day of mixed, often enthusiastic driving. So let’s assume that closer to 4.0 mi/kWh each with less aircon and more seed.

What is a narrow game on paper appears a walkover for the alpine of ten passes. Cor, it looks good, and a deep unscientific straw poll suggests that the British audience is currently agree. This press A290 replaced a Lotus Emira outside my house and I asked considerably more questions and worship for the electric hatch for the forward drive. Average 50 mph zones were enlivened by constant thumbs up and slowly moving smartphone paparazzi. The design betrays exactly what it is – a cute proportioned R5 with assertively bent muscles. It’s a hit.

The muscle is equally aggravated equally to its driving manner. The sturdy 19-inch wheels and seriously-looking Michelin Pilot Sport 5 tires look Gnarly, but the truth-that is the multi-coupled, hydraulic bump-stuffed suspension is much friendlier. I can’t remember the last car to drive those horrible M6 extension connections so well about Birmingham, while a truly threatening bump on the Good Road near my house (it is immediately in a brake zone and shows the least sympathetic side of my own Hyundai i20n) is removed with real French insouciance.

Although a Megane R26.R reference is probably weak (although always welcome), it is clear that the same kind of people have worked on both cars. This GTS trim probably serves a few levels lower where the A290 can eventually end, and a touch that works more power through an LSD of a kind can really unleash magic. But fresh from the box, it still demonstrates the barely flappable calm that you just encourage to keep throwing it on a nice piece of asphalt.

Humble Although his performance is, the gradual, intuitive output of power is welcome in a world of EVs that are whepcrack because of it. This brings a much more completed experience, a car with great agility for its race and plenty of the old Renault Sport Brio to feel special. It is now just a much better daily proposition; Comfortable ride, back doors (even if the rear seats no longer fit folk), the winning combination of usable range of a modest battery – to even help tame on loading speeds – and with technology that is integrated abundantly but smartly.

The built -in Google Maps combines accurate traffic data and smart load planning to make CarPlay look superfluous. By brightening the different rain settings on the steering wheel dial, also mixes intuitive effect and tactile pleasure. It says a lot when the biggest dent on the daily liveability of the A290 is an absence of cup holders – perhaps the French prefer that we prefer to drink a cafe au lait on the side of the road than neck a Costa Express on the road.

A disputable disadvantage of his clear usability is how it is reminiscent of his interior of other Renault Group EVs. It means that the cabin makes sense, but it is also high in a practical position. Not such problems in the Mini, which drop you low and centrally in the wheelbase, with John Cooper Works -fabric tires never more than a few centimeters away to remind you of his focus.

And boy, what focus. Based on a newer platform than the gasoline JCW, it gets its own unique suspension setup, including more negative cambered front wheels, without adaptive damping to do the lead. As Matt B has found, this is a sturdy car, one that makes a meal of visibly smooth surfaces and lively communicates every button, routine and bumps to his driver without delivering the right levels of precision as a reward. On tighter roads it can be a challenge to put it neatly between the white lines.

That means that it is the more immediately exciting of our pair to drive, even if the purists are confused by how much of a handful it can be on a right stretch of road. Yet it still demonstrates an absurd twist of pace next to the Alpine, which marks itself as a more noisy and exciting car that sacrifices nuance for drama. You know, just like Turbo Works Minis always did more affected Nat-Asp RS Clios. According to the JCW tradition, it easily serves an overlift of lift-off with more lurid inputs, your buttocks accurately in the midst of all action. You simply pay the price for such a tenacity during the ride. Constant.

The powertrain still manages a pleasant linearity for its delivery, spirit and its urgency far beyond 60 mph – exactly when most EVs begin to take – it should make a dark horse on your local track evening. If taking a 1.7-ton EV on the circuit, of course you don’t look like completely madness. The boost peddel brings another 27 hp for a sprint of ten seconds, although if you are in the sporty go-kart mode (complete with Cringeworthy ‘Woo-Hoo!’ On application), you already have the entire 255 hp hit. It is all supplemented with a synthesized sound program that, just like the Hans Zimmer ‘Scape in BMWs, anchors you nicely in the powertrain while you entertain that chintzy mini way. And you can always turn it off if you are not enthusiastic.

The enormous circular OLED screens dominate inside and I am a big fan, not least because it makes pleasant short work to eliminate the Adas -Nannies. The Native Sat -Navik will perform the load, also stops the tricks of the Alpine, but something about the Google interface and the traffic accuracy of the A290 simply feels a bit more dynamic and less likely to leave your ETA.

Both have a quality interior that, just like their exterior design, has a charming and clear character. The Alpine feels like a fine, low-ABV Frans Pils that easily slips down. The mini is a Jaegerbomb. It is difficult not to ask yourself how much more flexible a petrol JCW can feel at the same use case, while the Alpine is a great small device, regardless of its powertrain – an electric car whose attraction is at the same time because of the electrification, while it is somehow incidental.

Crucial is that it feels fun and frosky during even the daily day without the punishing ride of the mini. And who of us would not smile at Brembo brake claws who peek at us next to custom made Michelins, we cannot pretend to be £ 36k cheap, but seeing what part of it is gone, is always welcome.

In the 90s, the hot Liège faced unrest when spiral -shaped thefts and insurance costs began to praise its core audience away. The French helped to remedy the situation with giveaways saxos and 106s, the arrival of the Clio 172 at the beginning of the 21st century that really indicates a Golden Age. Now, because the most naughty genres are confronted with the growth pains of electrification, the A290 proves that Les Bleus can save us again. Put on that 208 …

Engine: 52kWh battery (usable), single electric motor
Transfer: Automatic with one speed, front -wheel drive
Power (HP): 220
Couple (LB FT): 221
0-62 MPH: 6.4 seconds
Top speed: 106 MPH
Weight: 1,479 kg
MPG: 223 Mile WLTP -Range, 100 kW Maximum Load Rate rate
CO2: 0g/km (driving), 3.8 mi/kWh -efficiency (3.6 tested)
Price: £ 37,500 (£ 36,000 Inc. Government fair)

Engine: 49.2kWh battery (usable), single electric motor
Transfer: Automatic with one speed, front -wheel drive
Power (HP): 255
Couple (LB FT): 258
0-62 MPH: 5.9 seconds
Top speed: 106 MPH
Weight: 1,725 ​​kg
MPG: 230 Mile WLTP -Range, 95 KW Max Load rate
CO2: 0g/km (driving), 4.1 mi/kWh -efficiency (3.6 tested)
Price: £ 34,905