This is the Alpine A290the hot version of the new Renault5 supermini, and the second model from Renault’s Alpine performance sub-brand after the sublime featherweight A110 sports car. It’s also Alpine’s first full electric vehicle.

The car we drove was the top-of-the-line 217bhp front-wheel drive GTS, which covers 0-100km/h in 6.4 seconds. Quite fast for a compact car, despite weighing 1,479 kg. It promises a WLTP range of 236 miles thanks to its 52 kWh battery and 100 kW DC fast charging, enough for 15-80% in 30 minutes. A lower-spec GT version with 178hp is also available from £33,500, although this GTS will set you back £38,000.

I thought hot hatches were dead?

Not quite, but the disappearance of hot hatches has to be one of the most puzzling trends of recent times. Who doesn’t want a car that’s small but practical, fast but affordable, and most importantly, ridiculously fun?

Okay, so the Golf GTI And Golf R continue to fight, Ioniq 5N proved that electric hatches can work (albeit at much higher power and price), the GR Yaris it’s total magic and the last Honda Civic Type R is unequivocally The Boss. But once upon a time, hot hatches were everywhere, on every street corner, usually wrapped around a lamp post… so, is the new Alpine A290 the car that saves the hot hatch?

OK, it’s a bit of a lofty setup, but if it contains even a pinch of the A110’s handling genius… this could be the car that ushers in a new generation of small electric sedans – like the new Mini electric JCW and the VW ID.3 GTX – and introduce the joys of small, agile and slightly controlled shopping carts to a whole new generation.

How different is it from the R5?

While the overall chunky silhouette is shared, the details are mostly new. Whichever model you choose, you get 19-inch wheels – either in an ‘iconic’ square design reminiscent of the old A310, or in a ‘snowflake’ pattern which will be less divisive. It has thicker arches, deepened rocker panels, a four-light arrangement at the front that recalls the A110, but adds crosses to evoke old rally cars with taped-on lights.

The charging light on the hood has gone from a 5 to an Alpine “A”, the rear door panels are scalloped to recall the old R5 Turbo and at the rear there’s a deeper diffuser and a strip on the trunk lid that Alpine optimistically calls a ducktail spoiler.

You can have it in four colors – black, white, gray and blue – and frankly, it looks fantastic, even if it’s a little rough next to the cleaner and more obviously retro-inspired R5. Alpine has done enough to justify considering this model as an entirely separate model.

And inside?

It’s a similar story. There’s a unique steering wheel that houses various tricks, including an “OV” button that gives you full throttle to exit corners or pass other cars… when you can’t be bothered to flex your right foot. You also benefit from four levels of brake regeneration which can be toggled with the flip of a switch, and a shortcut to toggle between your different driving modes: Save, Normal, Sport and Personal.

You get unique seats that introduce some appropriate bolstering, but remain plush, while a single center console houses the gear selector buttons and wireless charger, but no cupholders. The materials, save for a few rough plastics, are all first-rate – soft-touch stitched leather and a chunky screen slab running from behind the steering wheel to the middle of the dashboard – while the illuminated logos and the ambient glow give it a softness. and the sense of occasion within. It’s not a stripped-down cousin of the Clio Cup, it’s a luxury car, with extra performance built in.

And what about the mechanical improvements compared to the R5?

There are of course the more powerful engines mentioned above, but also retuned anti-roll bars and firmer suspension settings, Michelin Pilot Sport 4S tires developed specifically for this car and hydraulic bump stops for the shock absorbers, to improve overall driving refinement.

Beyond that, the battery, multi-link rear axle and AmpR Small platform are shared with the R5. It measures 3,990 mm long, 1,820 mm wide, 1,520 mm high, has a wheelbase of 2,530 mm and 60 mm wider tracks. The weight is ridiculous, 1,479kg (although credit where credit is due, it’s actually 200kg less than the equivalent Mini electric) and the trunk capacity is 326 liters – well above the average for this category.

Surprise, the A290 seems a little out of place when you consider its depth on a circuit – 1,479 kg and “only” 217 hp will be enough. But stay within the confines of physics, preferably on the road, and there’s a fun side to this car. As all good sedans should, it’s at its best on a fast road, when modest performance becomes a bonus… because you can deploy everything more often. You can cut your line in corners by lifting the throttle and it grips well when you grab it by the scruff of the neck.

There are, however, two distinct sides to its personality: on the one hand, it’s a car you could happily commute in every day, appreciating its refinement and the fact that it’s ridiculously easy to use. On the other, it’s clearly made by people who were willing to sweat the handling details and who know exactly how a hot hatch should behave.

However, comparing this to the Renaultsport Clios of old is a bit of a pointless exercise: it weighs a lot more, there are no gears to shift and it’s a completely different experience. But this experience is good… it has a sense of humor, good looks, usable performance, gadgets to play with and the price is good.

It’s a success, with one potential downside: the A290 is a fun little road car, but so is the Renault 5… and you can get one for £10,000 less.