{"id":3680,"date":"2025-12-15T14:56:53","date_gmt":"2025-12-15T14:56:53","guid":{"rendered":"https:\/\/flatplanplus.io\/car\/?p=3680"},"modified":"2025-12-15T14:56:53","modified_gmt":"2025-12-15T14:56:53","slug":"every-ev-2025-test-version","status":"publish","type":"post","link":"https:\/\/flatplanplus.io\/car\/2025\/12\/15\/every-ev-2025-test-version\/","title":{"rendered":"Every EV 2025 Test Version"},"content":{"rendered":"

[et_pb_section fb_built=”1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”article-title-allcaps” _builder_version=”4.20.4″ _module_preset=”default” header_font=”|800||on|||||” header_text_align=”center” header_font_size=”44px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

Every EV ranked, from worst to best<\/h1>\n

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156 cars appraised by CAR ‘s expert road testers: the most exciting, the most disappointing, the fastest, the weirdest, and the ones that can convert even the most die-hard petrolhead<\/p>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/EV-CARS-1-1.jpg” title_text=”EV-CARS-1-1″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

156 Citro\u00ebn Ami<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/124-Citroen-Ami.jpg” title_text=”124 Citro\u00ebn Ami” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> It\u2019s unique<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It\u2019s uniquely limited<\/p>\n

THE UGLY:<\/strong><\/span> 28mph flat out!<\/p>\n

NEED TO KNOW:<\/strong> Bottom-rated again. Afraid so. But this needs putting in context. The Ami isn’t, strictly speaking, a car, or not as defined by UK vehicle licensing regulations, where it’s regarded as a quadricycle. We’ve included it because it’s from a car maker, it’s sold by car dealers and it might well be considered as an alternative to an actual car by a prospective purchaser.<\/p>\n

The fact that we’ve included this but excluded some other similarly fringe cases is perhaps unfair and illogical, but we had to draw the line somewhere, and here is where we drew it.<\/p>\n

Like a lot of the vehicles in the lower reaches of this ranking, it’s not bad as such; it has a purpose, and performs its rather limited function just fine, but it’s sorely lacking in anything the car enthusiast would find appealing.<\/p>\n

The Ami does have its attractions: its symmetrical design is both cute and clever and 16-year-olds can drive it so the parental taxi gets more downtime. And at 2.41 metres long, it has a tiny turning circle. But approached with a shred of rationality, it\u2019s a nightmare. On a 40mph dual carriageway you\u2019re as welcome as a tax demand, the ride is brutal, the steering slow and it\u2019s noisy, especially when you put on the fan heater. Yes, prices start below \u00a38k in the UK, but the novelty will wear off after five minutes. Owners say it makes people smile: guys, the pedestrians are laughing at you, not with you.<\/p>\n

THE ONE TO BUY:<\/strong> A bus pass<\/p>\n

KEY DATA:<\/strong> Range 47 miles; efficiency 7.8 miles per kWh (est); charging 240 minutes 0-100% on a 230-volt domestic plug<\/p>\n

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155 Dacia Spring<\/h2>\n

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THE GOOD:<\/strong> It\u2019s cheap; seats four; keeps the rain off your head<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> How long have you got?<\/p>\n

THE UGLY:<\/strong><\/span> Being terrified by car with 64bhp<\/p>\n

NEED TO KNOW:<\/strong> Need to know: A new electric car for under \u00a315,000 in the UK sounds too good to be true, and that\u2019s because it is. Yes, it\u2019s technically correct, but this doesn\u2019t feel like a car designed and built in the 21st century. You could blame Dacia\u2019s decision to base the Spring on the Renault Kwid, a car designed as cheap transport for emerging markets, but it feels like much more could have been done to at least make it drive better. The 140-mile range and sluggish performance are forgivable for the price. The woeful handling is not.<\/p>\n

THE ONE TO BUY:<\/strong> A lightly used Vauxhall Corsa Electric<\/p>\n

KEY DATA:<\/strong> Range 140 miles; efficiency 5.6 miles per kWh; max DC charging 45 minutes 20-80%<\/p>\n

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154 Skywell BE11<\/h2>\n

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THE GOOD:<\/strong> Sensible size; roomy inside<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Lacks refinement; interior materials feel cheap<\/p>\n

THE UGLY:<\/strong><\/span> Not a great price for what you get<\/p>\n

NEED TO KNOW:<\/strong> You’re buying a roomy cabin and a big boot, with a large central information screen. You have a choice of battery sizes feeding a 201bhp electric motor that g<\/p>\n

THE ONE TO BUY:<\/strong> Go for the larger battery to get the range<\/p>\n

KEY DATA:<\/strong> Range 304 miles; efficiency 3.5 miles per kWh; max DC charging 45 minutes 20-70%<\/p>\n

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153 Peugeot E-Traveller<\/h2>\n

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THE GOOD:<\/strong> Lots of seats<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It\u2019s like an E-Spacetourer but more expensive<\/p>\n

THE UGLY:<\/strong><\/span> Trying to overtake anything<\/p>\n

NEED TO KNOW:<\/strong> A Citro\u00ebn E-Spacetourer with the Peugeot family face, and like the Citro\u00ebn it’s benefitted from improvements over earlier versions, chiefly a bigger battery. It\u2019s not quite as dowdy as the Citro\u00ebn but is more expensive as a result. Best for ferrying lots of people across a town, not across the country.<\/p>\n

THE ONE TO BUY:<\/strong> Active is the entry-level model but still gets the basics including alloy wheels \u2013 not a given on one of these van-based MPVs<\/p>\n

KEY DATA:<\/strong> Range 217 miles; efficiency 3.0 miles per kWh; max DC charging 45 minutes 10-80%<\/p>\n

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152 Vauxhall Vivaro Life Electric<\/h2>\n

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THE GOOD:<\/strong> Usefully big<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Better range than the previous model, but still not great<\/p>\n

THE UGLY:<\/strong><\/span> It should be so much more useful than it is<\/p>\n

NEED TO KNOW:<\/strong> Now with a choice of configurations giving up to nine seats, and with a longer claimed range than before, but this still feels like a poor relation of some of Vauxhall’s vans and MPVs from the not so distant past.<\/p>\n

THE ONE TO BUY:<\/strong> Combi trim\u2019s bare steel wheels are charming, but Design is the best value; go for the 75kWh battery, not the 49<\/p>\n

KEY DATA:<\/strong> Range 214 miles; efficiency 2.9 miles per kWh; max DC charging 45 minutes 5-80%<\/p>\n

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151 Citro\u00ebn E-Spacetourer<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/119-Citroen-E-Spacetourer.jpg” title_text=”119 Citro\u00ebn E-Spacetourer” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Spacetourer? Makes it sound much groovier than it is<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Underwhelming figures<\/p>\n

THE UGLY:<\/strong><\/span> It\u2019s a van, and a narrow one at that<\/p>\n

NEED TO KNOW:<\/strong> Choice of lengths, choice of seating configurations, choice of battery sizes \u2013 it’s like the Vivaro and E-Traveller, but with a tiny hint of extra niceness because it’s a Citro\u00ebn.<\/p>\n

THE ONE TO BUY:<\/strong> Entry-level spec is now called You! That’s enough to drive you to Max, which still has a choice of body lengths but sticks to the 75kWh battery, wisely<\/p>\n

KEY DATA:<\/strong> Range 215 miles; efficiency 2.7 miles per kWh; max DC charging 45 minutes 5-80%<\/p>\n

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150 KGM Torres EVX<\/h2>\n

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THE GOOD:<\/strong> Neat design; huge list of standard features; very roomy<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Sloppy dynamics; poor grip; clunky infotainment<\/p>\n

THE UGLY:<\/strong><\/span> Looks so much better than it drives<\/p>\n

NEED TO KNOW: <\/strong>KGM is the new name for Ssangyong, the value-focused Korean brand that’s been in Europe for years but hit choppy financial waters in 2022 before reaching dry land with a new identity.<\/p>\n

Ssangyongs used to be widely thought hilariously ugly, but they’ve been getting much more agreeable to look at, and the Torres (available as a combustion car as well as the electric EVX) continues that welcome direction of travel.<\/p>\n

A 73.4kWh battery (supplied by BYD) powers a single e-motor driving the front wheels, good for 204bhp and a 0-62mph time of 8.1 seconds \u2013 a respectable time. KGM is also keen to point out the Torres can tow up to 1.5 tonnes with a braked trailer, or 500kg unbraked.<\/p>\n

Two specs are available. The K30 is all you ever need, as it features heated front and rear seats, a heated steering wheel, cruise control, a 12.3-inch infotainment system with Apple CarPlay and Android Auto, a reversing camera, dual-zone climate control and a load of safety tech. K40 adds a heat pump, larger 20-inch aerodynamic wheels, proper leather upholstery, a 360\u00ba
parking system and even more safety tech.<\/p>\n

Inside it’s clean and neat, but very short on physical buttons, especially as the digital interface isn’t very responsive or intuitive.<\/p>\n

Ditto the driving experience: the steering lacks feel and precision. That’s just not good enough when for similar money you could get a Skoda Enyaq.<\/p>\n

THE ONE TO BUY:<\/strong> K40 trim brings real leather, powered tailgate etc, but cheaper K30 has plenty of kit as standard<\/p>\n

KEY DATA:<\/strong> Range 287 miles; efficiency 3.3 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

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149 GWM Ora 03<\/h2>\n

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THE GOOD:<\/strong> Plush interior; rarity; sprightly performance<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It\u2019s always a bad idea to get your ADAS systems from wish.com<\/p>\n

THE UGLY:<\/strong><\/span> Used to be called Funky Cat, which remains the most interesting thing about the 03<\/p>\n

NEED TO KNOW:<\/strong> Chinese pick-up specialist Great Wall Motors thinks the way to Europe\u2019s heart is this quite cute retro-styled hatch. Having sampled its horrendously intrusive driver assistance systems, tiny boot, awkward touchscreen and slow charging, we\u2019re inclined to disagree.<\/p>\n

THE ONE TO BUY:<\/strong> There are two battery sizes, 48 or 63kWh, but we’d go for Pure+ with the smaller battery to keep the price reined in<\/p>\n

KEY DATA:<\/strong> Range 193 miles; efficiency 4.0 miles per kWh; max DC charging 43 minutes 15-80%<\/p>\n

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148 Mercedes-Benz EQV<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/124-Citroen-Ami.jpg” title_text=”124 Citro\u00ebn Ami” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> A genuinely luxurious electric van <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Also genuinely expensive<\/p>\n

THE UGLY:<\/strong><\/span> Not a smart choice for private buyers<\/p>\n

NEED TO KNOW:<\/strong> The EQV is luxurious and good to drive, but it’s expensive and the range is limited. You can have long or extra long, and up to seven seats, but posher versions go for luxurious captain’s chairs. You can see why luxury shuttle companies love them, but as a family car it\u2019s one-dimensional.<\/p>\n

THE ONE TO BUY:<\/strong> Executive Long is executive enough and long enough<\/p>\n

KEY DATA:<\/strong> Range 213 miles; efficiency 2.2 miles per kWh; max DC charging 45 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

147 Omoda E5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/114-Omoda-E5.jpg” title_text=”114 Omoda E5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Keenly priced for a family SUV; proper dealer network<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Slow to charge; infotainment is poor; small boot<\/p>\n

THE UGLY:<\/strong><\/span> Price and dealer network should help it sell, meaning a lot of people will find their first EV ownership experience less than optimal<\/p>\n

NEED TO KNOW:<\/strong> The E5 has a 61kWh battery and a single electric motor putting 201bhp to the front wheels. Its steering and ride are better than the petrol version, actually benefitting from the EV’s additional weight, but there’s nothing rewarding or engaging about the driving experience, and it’s difficult to brake smoothly. There’s also a lot of road noise.<\/p>\n

THE ONE TO BUY:<\/strong> There are two trim levels, Comfort and Noble, the latter gaining a Sony audio system, 360\u00ba camera and more electric seat adjustment; but the Vauxhall Frontera is a better buy if price is your priority<\/p>\n

KEY DATA:<\/strong> Range 257 miles; efficiency 4.1 miles per kWh; max DC charging 28 minutes 30-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

146 Honda e:Ny1<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/113-Honda-eNy1.jpg” title_text=”113 Honda eNy1″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Honda sensibleness and dependabilty<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> None of the pleasing quirkiness you sometimes get with Hondas<\/p>\n

THE UGLY:<\/strong><\/span> Accidentally exiting junctions in a flurry of wheelspin<\/p>\n

NEED TO KNOW:<\/strong> While Honda is renowned for its combustion-car engineering, it\u2019s not so hot when it comes to EVs. Unremarkable at best in most areas, it\u2019s behind the curve when it comes to driving dynamics and charging performance. And this doesn\u2019t even possess the now departed Honda E\u2019s charm.<\/p>\n

THE ONE TO BUY:<\/strong> Stick to Elegance. You really don\u2019t want to pay any more than you have to<\/p>\n

KEY DATA:<\/strong> Range 256 miles; efficiency 3.7 miles per kWh; max DC charging 45 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

145 Jaecoo E5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/145-JAECOO-E5.jpg” title_text=”145 JAECOO E5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Smart; roomy up front; big boot; very well kitted out<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not great to drive; range isn’t huge<\/p>\n

THE UGLY:<\/strong><\/span> Too many functions rely on the touchscreen<\/p>\n

NEED TO KNOW:<\/strong> There are better small electric EVs around than the Jaecoo E5. They offer more refinement, longer range and in some cases a lower price, but none can offer such a long list of premium features for the money. It\u2019s a magpie approach to selling a car, but has its appeal. We like the large and useful boot, the space up front, and the fit and finish. But the driving experience and reliance on touchscreens jar.<\/p>\n

THE ONE TO BUY:<\/strong> Pure is fine, but Luxury trim brings a lot of agreeable fanciness<\/p>\n

KEY DATA:<\/strong> Range 248 miles; efficiency 4.0 miles per kWh; max DC charging 27 minutes 30-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

144 Peugeot E-Rifter<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/112-Peugeot-E-Rifter.jpg” title_text=”112 Peugeot E-Rifter” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Incredibly roomy; great value; drives better than it needs to<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Range has improved recently, but still way short of the old diesel<\/p>\n

THE UGLY:<\/strong><\/span> Just don\u2019t kid yourself it\u2019s anything other than a nicely car-ified van<\/p>\n

NEED TO KNOW:<\/strong> Drives well, has immense bag space \u2013 even the standard-length version \u2013 and is refreshingly simple and characterful next to most SUVs or lingering MPVs. Lack of e-range from the 50kWh battery limits its relevance for some people, unfortunately.<\/p>\n

THE ONE TO BUY:<\/strong> Basic Allure trim is fine, and five-seater still has sensational boot space<\/p>\n

KEY DATA:<\/strong> Range 199 miles; efficiency 2.7-3.2 miles per kWh; max DC charging 38 minutes 0-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

143 Vauxhall Combo Life Electric<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/111-Vauxhall-Combo-Life-Electric.jpg” title_text=”111 Vauxhall Combo Life Electric” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Loads of space; seven seats available<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Range and performance<\/p>\n

THE UGLY:<\/strong><\/span> Lacks appeal<\/p>\n

NEED TO KNOW:<\/strong> It\u2019s a Vauxhall-flavoured small Stellantis van, with all the pros and cons that implies.<\/p>\n

THE ONE TO BUY:<\/strong> It\u2019s so cheap for its size that you might as well push the boat out and get Ultimate trim; the seven-seater gets worse range and performance, so stick with the still spacious five-seater if you can<\/p>\n

KEY DATA:<\/strong> Range 211 miles; efficiency 2.7-3.2 miles per kWh; max DC charging 30 minutes 0-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

142 Citro\u00ebn e-Berlingo<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/110-Citroen-E-Berlingo.jpg” title_text=”Copyright William Crozes @ Continental Productions” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> The best of three virtually identical vans<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It\u2019s not a high bar to leap over<\/p>\n

THE UGLY:<\/strong><\/span> The petrol and diesel versions are more practical for many<\/p>\n

NEED TO KNOW:<\/strong> This doesn’t quite have the range or appeal you’d hope for in a van-based car. The boxy silhouette and sliding doors are very child-friendly, and there are even some quite cool paint jobs available.<\/p>\n

THE ONE TO BUY:<\/strong> XL variants have seven seats but reduce range; basic trim is bleak so opt for Max<\/p>\n

KEY DATA:<\/strong> Range 212 miles; efficiency 3.5 miles per kWh; max DC charging 30 minutes 0-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

141 VW ID. 5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/109-VW-ID.-5.jpg” title_text=”109 VW ID. 5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Inoffensive to drive<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Uninteresting to drive<\/p>\n

THE UGLY:<\/strong><\/span> It\u2019s just so meh<\/p>\n

NEED TO KNOW:<\/strong> Essentially a less practical but more expensive ID. 4, this coupe-SUV does at least have a slightly better range on account of improved aerodynamics. As with its sister VW, you\u2019re better off with the cheaper and roomier Skoda Enyaq equivalent. Compared to earlier versions, it now has an improved rear e-motor, new touchscreen and some software upgrades.<\/p>\n

THE ONE TO BUY:<\/strong> We’re struggling to recommend any; keep it simple with the entry model, the Match Pure with the 52kWh battery<\/p>\n

KEY DATA:<\/strong> Range 226 miles; efficiency 4.1 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

140 Vauxhall Mokka Electric<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/108-Vauxhall-Mokka-Electric.jpg” title_text=”108 Vauxhall Mokka Electric” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Those smart looks; sensible interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It\u2019s slow; the boot is pretty small; dynamics are only so-so<\/p>\n

THE UGLY:<\/strong><\/span> Other cars on the same platform are still more desirable<\/p>\n

NEED TO KNOW:<\/strong> A small electric crossover that trades on its looks and little else. Not that the Mokka is bad, but it\u2019s not particularly competitive in any important area \u2013 performance, range, value, practicality \u2013 and other cars on the same e-CMP platform manage to be more charming.<\/p>\n

THE ONE TO BUY:<\/strong> Only one powertrain but four trims: Design, GS or Ultimate or GSE. The hot GSE is impressive in many ways, but go for more sensible, big-value GS<\/p>\n

KEY DATA:<\/strong> Range 209 miles; efficiency 3.8-3.9 miles per kWh; max DC charging 30 minutes 0-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

139 Tesla Model X<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/107-Tesla-Model-X.jpg” title_text=”107 Tesla Model X” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Hypercar-humbling performance… <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> …until you get to a corner<\/p>\n

THE UGLY:<\/strong><\/span> Quality still behind the curve<\/p>\n

NEED TO KNOW:<\/strong> For a long time the fastest-accelerating seven-seater in the world, and fitted with those unique\/crazy falcon-wing doors that help access to the rear \u2013 what’s not to like? Well, the sloping roofline that’s great for efficiency is less helpful to third-row space, although there\u2019s ample room in rows one and two. It\u2019s not the most engaging car to drive, despite the shock factor of a sizeable SUV doing 0-60mph in less than three seconds in the case of the Plaid version. Upgrades eventually improved interior quality, just not enough, while the Silicon Valley minimalism is something you\u2019ll either love or hate.<\/p>\n

THE ONE TO BUY:<\/strong> No longer available new in the UK, but plenty of good used ones. Regular Model X is plenty quick enough for a three-row SUV<\/p>\n

KEY DATA:<\/strong> Range 358 miles; efficiency 3.7 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

138 Lexus UX 300e<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/106-Lexus-UX-300e.jpg” title_text=”106 Lexus UX 300e” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Peerless Lexus quality and aftercare<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Travel light \u2013 the boot is the size of a shoe<\/p>\n

THE UGLY:<\/strong><\/span> Charging speeds are stuck in the Dark Ages<\/p>\n

NEED TO KNOW:<\/strong> A midlife facelift gave this a bigger battery and a nicer interior, but couldn\u2019t address a few of the UX\u2019s shortcomings. The tiny boot we can just about live with \u2013 but not the 50kW charging speed. EVs may be saving the ice caps but whole glaciers could melt in the time this thing takes to top up.<\/p>\n

THE ONE TO BUY:<\/strong> You\u2019ll want the mid-spec Premium Plus pack<\/p>\n

KEY DATA:<\/strong> Range 279 miles; efficiency 3.8 miles per kWh; max DC charging 81 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

137 Changan Deepal SO7<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/137-Changan-Deepal-S07-.jpg” title_text=”137 Changan Deepal S07″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Roomy in the back; very well equipped for the money<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not very efficient or quick to charge; harsh ride<\/p>\n

THE UGLY:<\/strong><\/span> Lots of road noise<\/p>\n

NEED TO KNOW:<\/strong> Changan has been around for ages, but this car is new. Its underpinnings are shared with the Mazda 6e, and it’s a rival for better cars such as the BYD Sealion 7 and Skoda Enyaq. It’s well equipped and roomy, but it doesn’t ride or handle well.<\/p>\n

THE ONE TO BUY:<\/strong> There’s only one version, and the only option’s a towbar<\/p>\n

KEY DATA:<\/strong> Range 295 miles; efficiency 3.3 miles per kWh; max DC charging 48 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

136 Peugeot E-3008<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/105-Peugeot-E-3008.jpg” title_text=”105 Peugeot E-3008″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Big boot; sharp looks; long warranty<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> The price; the way it drives<\/p>\n

THE UGLY:<\/strong><\/span> Others weigh less yet go further to a charge<\/p>\n

NEED TO KNOW: <\/strong>The E-3008 is a key part of Peugeot’s attempt to push further upmarket. It seemed off to a good start with two batteries offering 326 and 422 miles of range, which is a refreshing change from the usual 250-ish miles of range that Stellantis has stuck with for a few years. The interior is rather lovely, too, and the new touchscreen does what you need it to do (which is more than some Peugeot touchscreens from the olden days).<\/p>\n

But, unfortunately, the E-3008 is something of a pudding to drive; even the smaller-battery car is 200kg heavier than the Renault Scenic, despite the Renault having a bigger battery, longer range and much lower price. There’s also a twin-motor version that’s quicker, and generally better to drive, but the range suffers.<\/p>\n

It looks cool, and the eight-year warranty now covers the car as well as the battery provided you service it with Peugeot, but it still misses the mark in this super-competitive class.<\/p>\n

THE ONE TO BUY:<\/strong> The 73kWh Allure offers the best balance of value, range and equipment<\/p>\n

KEY DATA:<\/strong> Range 326 miles; efficiency 4.47 miles per kWh; max DC charging 30 minutes 20-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

135 Volvo EC40<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/104-Volvo-EC40.jpg” title_text=”EC40 Black edition” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Swift twin-motor model; plush interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Inefficient electrics<\/p>\n

THE UGLY:<\/strong><\/span> More money for a less good EX40<\/p>\n

NEED TO KNOW:<\/strong> The EX40\u2019s slightly slinkier sibling is available with one or two motors, although even with over 400bhp you won\u2019t have a great deal of fun. The interior is an oasis of calm, which is handy, as in our experience you\u2019ll need to go easy to boost efficiency on a motorway run.<\/p>\n

THE ONE TO BUY:<\/strong> Single motor gives an acceptable range and is slightly nimbler<\/p>\n

KEY DATA:<\/strong> Range 301 miles; efficiency 4.5 miles per kWh; max DC charging 27 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

134 Geely EX5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/134-Geely-EX5.jpg” title_text=”134 Geely EX5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Generous equipment; good interior quality and rear space; quiet<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Unsettled ride; fiddly infotainment<\/p>\n

THE UGLY:<\/strong><\/span> So-so effiency is just not good enough for a newcomer<\/p>\n

NEED TO KNOW:<\/strong> As a group that includes Volvo, Polestar and Lotus, Geely has become a familiar name. But what about Geely’s own-brand cars? The EX5 is its first car for Europe. It’s a five-seat family crossover, initially with just one powertrain: 60.2kWh battery, single 215bhp motor driving the front wheels. There’s a choice of trim levels, but all are hampered by over-fiddly infotainment.<\/p>\n

THE ONE TO BUY:<\/strong> Single motor gives an acceptable range and is slightly nimbler<\/p>\n

KEY DATA:<\/strong> Range 267 miles; efficiency 3.9 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

133 Mercedes-Benz EQA<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/102-Mercedes-EQA.jpg” title_text=”Der EQA: Elektrischer Athlet im kompakten FormatThe EQA: Electric athlete in compact format” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Reasonable range, drives okay, allure of the three-pointed star<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Sub-par interior without much space<\/p>\n

THE UGLY:<\/strong><\/span> It\u2019s depressingly unambitious (but much better EVs from Mercedes are starting to arrive)<\/p>\n

NEED TO KNOW: <\/strong>The EQA is a great example of why Mercedes has had to rethink its approach to making EVs. There’s nothing wrong with it, but it fails to shine in any way at all. The figures are not terrible. The price isn’t bad. But 100-plus alternatives are more appealing.<\/p>\n

It’s essentially a GLA with the engine taken out and an electric powertrain put in. Nobody much cares about the GLA either, so to that extent Mercedes did a great job.<\/p>\n

You can be sure that whatever comes along next from Mercedes to fill this slot will be much better. So if you want an electric Mercedes of this size and shape, be patient.<\/p>\n

THE ONE TO BUY:<\/strong> 250+ AMG Line is slow, but has all the kit you need<\/p>\n

KEY DATA:<\/strong> Range 324 miles; efficiency 4.0 miles per kWh; max DC charging 29 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

132 Volvo EX40<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/101-Volvo-EX40.jpg” title_text=”EX40 Sand edition” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Lovely interior, and a general look and feel that\u2019s reassuringly conventional<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Expensive, although more affordable versions arrived after the initial XC40 phase<\/p>\n

THE UGLY:<\/strong><\/span> Some of the sustainable materials used in the interior aren\u2019t that pleasing to touch<\/p>\n

NEED TO KNOW:<\/strong> The all-electric EX40 makes everything easy: buying, owning, driving, charging. Most significantly, it makes the switch to EV extremely simple. It’s okay but not great to drive, with more bodyroll than some rivals, but beautifully calm and smooth, and the Google-based infotainment is ace.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the entry-level single-motor, rear-drive version<\/p>\n

KEY DATA:<\/strong> Range 296 miles; efficiency 3.7 miles per kWh; max DC charging 27 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

131 Subaru Solterra<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/100-Subaru-Solterra.jpg” title_text=”100 Subaru Solterra” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Drives very nicely\u2026<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> \u2026for a few miles at a time<\/p>\n

THE UGLY:<\/strong><\/span> Don\u2019t even try to use the heater if you want to arrive within a week<\/p>\n

NEED TO KNOW:<\/strong> Don\u2019t be fooled by the official range figure. Drive the Solterra in anything other than ideal conditions and you\u2019ll see more like 160 miles. It\u2019s the same car as the Toyota bZ4X but with no front-wheel-drive option and significantly worse warranty cover.<\/p>\n

THE ONE TO BUY:<\/strong> Limited spec \u2013 name, not description \u2013 only misses out on a wireless charger and a big glass roof<\/p>\n

KEY DATA:<\/strong> Range 289 miles; efficiency 4.0 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

130 Toyota bZ4X<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/98-Toyota-Bz4X.jpg” title_text=”98 Toyota Bz4X” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Painless to own; good infotainment; refined<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Fails to stand out in a packed class<\/p>\n

THE UGLY:<\/strong><\/span> Toyota can do much better<\/p>\n

NEED TO KNOW: <\/strong>We’ve driven the much-improved revised version of the bZ4X, but at the time of writing that hasn’t yet arrived in dealer showrooms, so it’s the disappointing first attempt that we’re rating here.<\/p>\n

It’s a mass-market mid-sized crossover, and quite wacky looking: the interior has more tiers than a wedding cake, with small and distant driver\u2019s instruments, a massive steering wheel and a centre console so high you\u2019ll think you\u2019ve shrunk. While it\u2019s a little tame to drive \u2013 having an electric platform that\u2019s a cousin of the hybrid RAV4 will do that \u2013 it\u2019s calm and quiet on the move, and rides well even on big wheels. Go for a twin-motor version and it has some off-roading ability.<\/p>\n

But where the bZ4X falls down is its inefficient powertrain, which is evident in its rather low claimed efficiency figure. Every time we\u2019ve driven one, we\u2019ve never even come close to hitting its range claim, and its pessimistic range predictor carves even more range off if you want to use the heater or air-con.<\/p>\n

THE ONE TO BUY:<\/strong> Stick with the single-motor version<\/p>\n

KEY DATA:<\/strong> Range 318 miles; efficiency 2.6.7 miles per kWh, max DC charging 32 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

129 DS 3<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/129-DS-3.jpg” title_text=”129 DS 3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Comfy, compact and classy<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Rear seat space is tight<\/p>\n

THE UGLY:<\/strong><\/span> Still on the tardy side, despite upgrades<\/p>\n

NEED TO KNOW:<\/strong> The DS 3 started life as a Citro\u00ebn, then became the smallest member of the DS line-up, and has since been improved inside, outside and under the skin. The idea remains the same: a classy compact electric car, also available as a hybrid. If it seemed a bit expensive when it first arrived, that’s less the case now. It looks and feels nice, but it’s let down by sluggish performance, and various alternatives offer more space in the back for less money.<\/p>\n

THE ONE TO BUY:<\/strong> Choice of two trims, Pallas or \u00c9toile, which is worth the extra two grand<\/p>\n

KEY DATA:<\/strong> Range 246 miles; efficiency 4.0 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

128 Leapmotor B10<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/128-Leapmotor-B10.jpg” title_text=”128 Leapmotor B10″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong> Good ride quality; roomy cabin; lots of equipment<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Nothing special to drive; touchscreen dominates the controls<\/p>\n

THE UGLY:<\/strong><\/span> It’s cheap, but not much cheaper than the bigger C10<\/p>\n

NEED TO KNOW: <\/strong>China’s Leapmotor has an arrangement with the Stellantis group for European sales, which may seem risky from a business point of view but adds a certain reassurance that the new name should be trusted because it has the backing of the people behind the very well established likes of Fiat, Peugeot and Citro\u00ebn.<\/p>\n

The B10 itself is a family-orientated compact crossover, a rival for cars such as the Kia EV3 and Skoda Elroq. It has a 67.1kWh battery, a 216bhp motor and rear-wheel drive.<\/p>\n

It’s roomy and rides well, but there’s little fun or driver engagement, and a lot of the driver aids are intrusive.<\/p>\n

THE ONE TO BUY:<\/strong> There’s only one powertrain and one trim level<\/p>\n

KEY DATA:<\/strong> Range 270 miles; efficiency 4.0 miles per kWh; max DC charging 20 minutes 30-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

127 Vauxhall Grandland Electric<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/127-Vauxhall-Grandland.jpg” title_text=”127 Vauxhall Grandland” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Good amount of car for your money<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Fidgety ride; fiddly infotainment; not much fun<\/p>\n

THE UGLY:<\/strong><\/span> Fails to shine in any way<\/p>\n

NEED TO KNOW: <\/strong>It’s a name that’s been around for a few years now, but this latest Grandland is significantly different from its predecessors, and not just in how it looks. Under the skin it shares underpinnings with the Peugeot 3008, and like the French car it’s available as a hybrid as well as this EV.<\/p>\n

There’s a choce of two powertrains: front-wheel drive making 210bhp, with a range of 319 miles, or a 321bhp all-wheel-drive set-up with an official range of 304 miles. It handles well, although the ride quality isn’t great, and it’s comfortable and largely user-friendly inside.<\/p>\n

THE ONE TO BUY:<\/strong> Keep it simple and keep your costs down, with the lower output and Design trim<\/p>\n

KEY DATA:<\/strong> Range 319 miles; efficiency 3.7 miles per kWh; max DC charging 26 minutes 20-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

126 Lexus RZ<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/126-Lexus-RZ.jpg” title_text=”126 Lexus RZ” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Offbeat Japanese luxury makes this a lovely place to sit<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Revised, but still not as good as you’d hope<\/p>\n

THE UGLY:<\/strong><\/span> Lots of annoying alerts, however well you drive<\/p>\n

NEED TO KNOW: <\/strong>The RZ has recently undergone a series of revisions. It looks a little different inside and out, but the bigger changes are under the skin, aimed at improved efficiency and performance.<\/p>\n

There’s a choice of three power levels, badged 350e, 500e and 550e. The basic single-motor 350 is probably all you need, because the main appeal of the RZ is its cabin, not its performance. The 500e has two e-motors and all-wheel drive. Like the 350 it’s offered in Premium and Premium Plus specification, while the sportier 550e comes with F Sport trim and steer-by-wire.<\/p>\n

THE ONE TO BUY:<\/strong> The 221bhp entry-level version is fine<\/p>\n

KEY DATA:<\/strong> Range 353 miles; efficiency 3.8-4.3 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

125 BYD Sealion 7<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/95-BYD-Sealion-7.jpg” title_text=”95 BYD Sealion 7″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Roomy and comfortable<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Numb steering; lacks polish<\/p>\n

THE UGLY:<\/strong><\/span> Only the range-topper gets full fast charging<\/p>\n

NEED TO KNOW: <\/strong>BYD at the time of writing offers a choice of six EVs in the UK, and by the time you read this it might be even more. As well as being an impressively quick roll-out from a business point of view, the standard of the cars is pretty good too. Good but not great.<\/p>\n

This taller variant on the Seal is fine: transport for five and their bags, and pretty quick too. But there’s little to detain the keen driver or the bargain hunter.<\/p>\n

There are three versions: Comfort, plus two with all-wheel drive, Design and Excellence.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the Excellence AWD to get the performance and the most rapid charging\u2026 but also the big price<\/p>\n

KEY DATA:<\/strong> Range 312 miles, efficiency 2.8 miles per kWh, max DC charging 24 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

124 Leapmotor C10<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/124-Leapmotor-C10.jpg” title_text=”124 Leapmotor C10″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Low cost; lots of kit; huge passenger space<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Unbearable assistance systems; uninspiring to drive; complex touchscreen<\/p>\n

THE UGLY:<\/strong><\/span> Slow charging speeds of 84kW will feel painful on a long journey<\/p>\n

NEED TO KNOW: <\/strong>Leapmotor is a Chinese tech brand that\u2019s been selling hundreds of thousands of cars in China for some years, and now it\u2019s in the UK under the umbrella of car-making giant Stellantis. The C10 is a Tesla Model Y or Skoda Enyaq rival, a big electric SUV that undercuts both of those alternatives on price, yet offers loads more equipment for the money including a huge panoramic roof and much more.<\/p>\n

It\u2019s also vast inside, with limousine-rivalling rear legroom. However, it does feel cheap in some areas, not least the overly intrusive safety assistance systems that \u2013 at least in the car we drove \u2013 were unbearable. Over-the-air software updates may well help to remedy this, but the wind- and tyre noise, not to mention the comparably very slow charging times, aren\u2019t going away any time soon.<\/p>\n

Ultimately this is a lot of space and equipment for the money, but the Leapmotor will never let you forget that you chose the really cheap option. You\u2019re much better off buying a great used electric car, at this sort of money.<\/p>\n

THE ONE TO BUY:<\/strong> There\u2019s only one variant of all-electric Leapmotor C10, which comes with rear-wheel drive and a 0-62mph time of 7.5 seconds \u2013 so best to go for that one, then. An all-wheel-drive version with longer range is offered in some markets<\/p>\n

KEY DATA:<\/strong> Range 263 miles; efficiency 3.8 miles per kWh; max DC charging 45 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

123 Fiat 600e<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/94-Fiat-600e.jpg” title_text=”94 Fiat 600e” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Ride quality and refinement<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Drive is indistinguishable from Jeep\u2019s Avenger<\/p>\n

THE UGLY:<\/strong><\/span> In orange, it looks like Garfield the Cat<\/p>\n

NEED TO KNOW:<\/strong> We like Fiat\u2019s 500e but the 600e is a.n.other identikit Stellantis small crossover. It has the same quiet, comfy suspension as the related Jeep Avenger and the same lightweight, sloppy steering. Ultimately it\u2019s a case of which design you like best; the simple-to-use interior is the same. There’s now a hybrid version too.<\/p>\n

THE ONE TO BUY:<\/strong> Jeep Avenger<\/p>\n

KEY DATA:<\/strong> Range 252 miles; efficiency 4.09 miles per kWh; max DC charging 26 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

122 Mercedes-Benz EQE SUV<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/93-Mercedes-EQE-SUV.jpg” title_text=”Mercedes-Benz EQE SUV Press test drive, Portugal 2023″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Rear-wheel steering gives amazing low-speed agility<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Unsettled ride and lolloping handling; pricey<\/p>\n

THE UGLY:<\/strong><\/span> Interior downright flimsy in places<\/p>\n

NEED TO KNOW:<\/strong> The GLE\u2019s electric equivalent doesn\u2019t get seven seats but does cost significantly more. There\u2019s an impressive tech and spec list, yet the whole car feels a bit unfinished. That\u2019s especially true of the wallowing road manners, unnervingly long brake pedal and interior quality.<\/p>\n

THE ONE TO BUY:<\/strong> The 350 4Matic costs the least, goes the farthest and has performance that\u2019s respectable enough<\/p>\n

KEY DATA:<\/strong> Range 334 miles; efficiency 3.7 miles per kWh; max DC charging 32 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

121 Mazda 6e<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/121-Mazda-6e.jpg” title_text=”121 Mazda 6e” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Cabin comfort; efficiency; smart colours<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Uninspiring drive; irritating touchscreen; slow rapid charging<\/p>\n

THE UGLY:<\/strong><\/span> The smaller-battery Mazda 6e is recommendable, but the big-battery car is nearly
impossible to justify<\/p>\n

NEED TO KNOW: <\/strong>The Mazda 6e is the Japanese brand\u2019s second crack at an EV (after the MX-30), but it\u2019s quite an odd one. There are two versions of the Mazda 6e. The short-range model has a 68.8kWh LFP battery pack and a single electric motor on the rear axle with 254bhp. It’s good for a 0-62mph time of 7.6 seconds, and a top speed of 109mph.<\/p>\n

The long-range model gets an 80kWh NMC battery and a slightly less potent 242bhp electric motor. Interestingly, both cars weigh the same at 1962kg, so the only thing to dull the long-range model\u2019s 0-62mph time is the power deficit. And even then, it\u2019s only by a couple of tenths. Weirdly, the smaller-battery Mazda 6e can charge much more quickly \u2013 at up to 165kW \u2013 while the more expensive, big-battery car only manages 90kW rapid charging. Things only get weirder when it comes to range, as the small-battery 6e will do 300 miles official range, while the big battery manages just 345 miles, so there\u2019s not much in it. It\u2019s all just very peculiar, really.<\/p>\n

Still, the Mazda\u2019s interior is very spacious. You get more room than you do in a Tesla Model 3, although the saloon boot opening on the Mazda means that a Polestar 2 or VW ID. 7 will likely be more useful with their hatchback boots. It\u2019s just okay to drive: fast enough, and the handling is okay, but don\u2019t expect any of that Mazda handling magic.<\/p>\n

THE ONE TO BUY:<\/strong> UK pricing hasn\u2019t been confirmed yet, but you\u2019d be mad to go for the big battery. Stick with the 68.8kWh version, which benefits from decent rapid charging<\/p>\n

KEY DATA:<\/strong> Range 300 miles; efficiency 4.4 miles per kWh; max DC charging 24 minutes 10\u201380%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

120 Genesis Electrified G80<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/120-Genesis-Electrified-G80.jpg” title_text=”120 Genesis Electrified G80″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Surprisingly accomplished EV luxury and reasonably good value<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Dull drive<\/p>\n

THE UGLY:<\/strong><\/span> One day you\u2019ll be next to a BMW i7 in traffic and you\u2019ll be sad<\/p>\n

NEED TO KNOW:<\/strong> Luxury to rival the Germans and quality to eclipse them, for a surprisingly reasonable price \u2013 the G80 splits the i5 and i7 in size but is cheaper than either. It\u2019s comfy but lacks the dynamic sharpness those cars have. The current version is significantly improved over the previous one, and is now available in long-wheelbase only.<\/p>\n

THE ONE TO BUY:<\/strong> There’s only one powertrain and one trim level, but various packs can be added as optional extras<\/p>\n

KEY DATA:<\/strong> Range 354 miles; efficiency 3.4 miles per kWh; max DC charging 25 minutes 10-80%<\/p>\n

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119 BYD Atto 3<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/91-BYD-Atto-3.jpg” title_text=”91 BYD Atto 3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Efficient and well-equipped Kia Niro rival<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Driver assists will make you mad<\/p>\n

THE UGLY:<\/strong><\/span> Your children constantly twanging the elastic on the door bins<\/p>\n

NEED TO KNOW:<\/strong> BYD\u2019s first mainstream effort isn\u2019t the cheapest in its class but does come stacked full of equipment. The interior is also plusher than other Chinese offerings, although it\u2019s also very Marmite. Performance and efficiency are good, but someone needs to finish tuning the suspension.<\/p>\n

THE ONE TO BUY:<\/strong> Entry-level Active has everything you need and more. Pay a little more for Comfort if you\u2019ve access to 11kW charging<\/p>\n

KEY DATA:<\/strong> Range 260 miles; efficiency 3.9 miles per kWh; max DC charging 29 minutes 30-80%<\/p>\n

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118 Zeekr 7X<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/118-Zeekr-7X.jpg” title_text=”118 Zeekr 7X” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Rapid; good ride comfort; tech-filled interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Numb steering; over-complicated touchscreen<\/p>\n

THE UGLY:<\/strong><\/span> There\u2019s something a bit unfinished about the whole car<\/p>\n

NEED TO KNOW: <\/strong>Zeekr is a new brand that\u2019s under the Geely portfolio \u2013 just like Smart, Volvo, Lotus, Volvo and now Geely-branded cars too. The Zeekr 7X itself is a large premium electric SUV that\u2019s targeted at the Tesla Model Y, while underneath it\u2019s closely related to the Smart #5. This is no budget offering. When it comes to the UK in 2027, the Zeekr 7X will be a premium car to take on the Tesla, Audi Q6 e-Tron, BMW iX3 and more \u2013 albeit undercutting those rivals on price while offering a huge array of tech.<\/p>\n

Ranging from the 36.2-inch head-up display, through to DC rapid charging hardware that\u2019s capable of juicing up the batteries at up to 480kW (making this one of the fastest-charging cars in the world), the Zeekr 7X is all about the tech. Having said that, it does feel classy inside. We\u2019d say that the Zeekr\u2019s interior is plusher than in a Model Y, if not quite what you get in the BMW iX3 Neue Klasse.<\/p>\n

UK specifications and model line-up haven\u2019t been confirmed, but if Zeekr\u2019s offerings in other European markets are anything to go by we\u2019ll be getting the 7X Core with a 75kWh LFP battery and 298-mile WLTP range, plus a punchy 410bhp going to the rear wheels for 0-62mph in 6.0 seconds. The Long Range RWD gets an NMC battery with 100kWh of capacity, boosting range to a much healthier 382 miles, using the same power and performance.<\/p>\n

The top-spec AWD Privilege keeps the 100kWh battery and boosts power to a heady 630bhp, going to all four wheels and dropping the 0-62mph time to 3.8 seconds. Range falls to 337 miles. This is the version of the Zeekr that we\u2019ve driven, and it is incongruous in the way that it feels like a mundane yet refined family SUV with soft suspension and lots of bodyroll, that will then fire up the road fast enough to make your kids cry. It doesn\u2019t feel confident enough to deal with so much power.<\/p>\n

THE ONE TO BUY:<\/strong> The sheer unnecessariness of the Privilege model\u2019s performance would suggest that the mid-range Zeekr 7X Long Range RWD is the one to go for<\/p>\n

KEY DATA:<\/strong> Range 382 miles; efficiency 4.1 miles per kWh; max DC charging 11 minutes 10-80%<\/p>\n

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117 DS N\u00ba4 E-Tense<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/117-DS-No4.jpg” title_text=”117 DS N\u00ba4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Plush upholstery; quirky design; comfortable ride<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Tardy dynamics; not much rear headroom; clunky infotainment<\/p>\n

THE UGLY:<\/strong><\/span> Useless storage tray in the centre console sums up the challenges of being stylish and compact<\/p>\n

NEED TO KNOW: <\/strong>What used to be the DS 4 has not just acquired a more complex name, it has new styling that draws on the larger N\u00ba8 fastback SUV, plus an interior update and a new electric powertrain that’s a big step up.<\/p>\n

The general idea is the same: an upmarket electric hatchback. But the execution is rather more wholehearted this time around. Chrome is ditched in favour of gloss black. There’s a new digital instrument cluster and a new central touchscreen that houses more controls than before.<\/p>\n

It has fundamentally the same EMP2 underpinnings as the Vauxhall Astra Electric, but replaces that car’s 54kWh battery with a 61kWh unit. You get more range, more power and better acceleration.<\/p>\n

The overall orientation is comfort, which is generally welcome, but it seems to be at the expense of the handling, which lacks sharpness. There’s lots of bodyroll.<\/p>\n

THE ONE TO BUY:<\/strong> Entry-level Pallas is more than plush enough<\/p>\n

KEY DATA:<\/strong> Range 280 miles; efficiency 4.8 miles per kWh; max DC charging 30 minutes 20-80%<\/p>\n

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116 GMC Hummer EV<\/h2>\n

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THE GOOD:<\/strong><\/span> Quick and capable<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Big and heavy<\/p>\n

THE UGLY:<\/strong><\/span> Too darn wide<\/p>\n

NEED TO KNOW: <\/strong>There’s something highly amusing about the beyond-the-pale Hummer being reincarnated as an EV, in line with former superfan Arnold Schwarzenegger’s belated embrace of a greener outlook. It’s still\u2026 a bit much. It weighs more than four tonnes.<\/p>\n

There’s now a choice of pick-up truck or SUV, in EV2X and EV3X forms: two motors for the 2X, three for the 3X. They are all highly capable off-road, and highly Hummer-like on road\u2026 if you can find a road wide enough.<\/p>\n

It can go very quickly \u2013 0-60mph in the region of three seconds \u2013 and it can crab walk. The whole thing is a remarkable technical achievement \u2013 a very good answer to a very daft question.<\/p>\n

THE ONE TO BUY:<\/strong> Your decision is a matter between you, your maker and your therapist. It feels a bit futile to argue that the two-motor version is enough, and its 319-mile range makes it superior to the triple-motor’s 310 miles<\/p>\n

KEY DATA:<\/strong> Range 319 miles; efficiency 2.0 miles per kWh (est); max DC charging 31 minutes 10-80%<\/p>\n

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115 Ford F-150 Lightning<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/115-Ford-F-150-Lightning.jpg” title_text=”2022 Ford F-150 Lightning Lariat” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Useful, in ways the regular version can only dream of<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Heavy; range isn’t a match for that regular truck<\/p>\n

THE UGLY:<\/strong><\/span> A spirited attempt that hasn’t really taken off<\/p>\n

NEED TO KNOW:<\/strong> This works much better than it should. Ford didn’t create a ground-up clean-sheet electric pick-up truck, instead opting to adapt the huge-selling combustion version.<\/p>\n

And yet it drives well, with half-decent range (depending on the version), and it’s fab for powering your campsite, home etc.<\/p>\n

THE ONE TO BUY:<\/strong> It’s a work truck at heart, so go for the Pro rather than a fancier version you might worry about getting dirty<\/p>\n

KEY DATA:<\/strong> Range 300 miles; efficiency 2.0-2.5 miles per kWh (est); max DC charging 32 minutes 15-80%<\/p>\n

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114 Leapmotor T03<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/114-Leapmotor-T03.jpg” title_text=”114 Leapmotor T03″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Cheap; efficient; more kit than a Dacia Spring<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Cheap, and not just in the good way<\/p>\n

THE UGLY:<\/strong><\/span> The beeps and the bongs<\/p>\n

NEED TO KNOW: <\/strong>Leapmotor is a new (to the UK, anyway) Chinese brand that\u2019s being distributed in Europe by Stellantis. The T03 is its dinky urban electric runabout, which gets a 37.3kWh battery for a WLTP range of up to 165 miles, and is a direct rival to the Dacia Spring. It\u2019s actually not too bad to drive, and feels a bit more substantial than the budget Dacia EV, and its range isn\u2019t too bad in the context of town use. We managed an average 3.1 miles per kWh in mixed driving on a winter run, too, which isn\u2019t terrible and suggests a cold-weather real-world range of around 115 miles. Again; not too bad, given that this is the cheapest five-door electric car that you can buy.<\/p>\n

However, it does feel incredibly cheap. The electric motor emits a fierce whine at almost any speed, the wind- and road noise is a constant companion, the materials are unmistakably budget, and it all just screams \u2018I\u2019m cheap\u2019 all of the time. That\u2019s fine, in its own way, and we\u2019re pleased that there are truly attainable new EVs coming to market. Plus, you get a 10-inch touchscreen, loads of safety kit and even a panoramic roof \u2013 yes, on a \u00a316,000 electric car. Pretty remarkable, really.<\/p>\n

THE ONE TO BUY:<\/strong> The T03 is all about saving money, so go for the cheapest one. Or go for a used electric car (a Renault 5, a Fiat 500, a Honda E, anything at all\u2026) that doesn\u2019t have overly intrusive safety assistance systems and headache-inducing refinement. Your call<\/p>\n

KEY DATA:<\/strong> Range 165 miles; efficiency 4.4 miles per kWh; max DC charging 53 minutes 10-80%<\/p>\n

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113 Polestar 4<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/113-Polestar-4.jpg” title_text=”113 Polestar 4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Nice interior, decent ride comfort, good range<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> A Porsche Macan is more fun; others have a bigger boot<\/p>\n

THE UGLY:<\/strong><\/span> Rear windscreen not included<\/p>\n

NEED TO KNOW: <\/strong>Perhaps confusingly given the number system, the Polestar 4 is smaller than the Polestar 3 in the line-up, but it\u2019s still a fairly big, high-performance, low-slung electric SUV-fastback that rivals the Tesla Model Y and Porsche Macan. The sci-fi looks divide opinion, but it\u2019s certainly futuristic, and the interior is really lovely and goes to prove that Tesla hasn\u2019t got a patch on the Scandinavians when it comes to cabin design and aesthetics. It\u2019s fun to drive, too. The Long Range Single Motor gets 268bhp, 0-62mph in 7.1sec and an official range figure of 379 miles, while the Dual Motor adds a second identical motor to the front axle to hike power to 536bhp and all but halve the 0-62mph time to 3.8sec. The official WLTP range figure drops to a still-respectable 360 miles.<\/p>\n

It\u2019s taut and responsive to drive, with ride comfort that lets you know what\u2019s happening on the road surface while never becoming jarring, and steering that has a nice heft to it. It all feels nicely weighted and satisfying, if not as outright fun and well balanced as the Macan. Then there\u2019s that rear window\u2026 Sorry, camera. No window. Just a camera, with a constant video feed to the rear-view \u2018mirror\u2019. It\u2019s disconcerting when you\u2019re not used to it, but with familiarity you do begin to trust it and get used to it. Even so, we much prefer a proper rear windscreen.<\/p>\n

THE ONE TO BUY:<\/strong> The Polestar 4 Single Motor Long Range is the sweet spot; longest range, best handling and best value<\/p>\n

KEY DATA:<\/strong> Range 379 miles; efficiency 3.5 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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112 Peugeot E-2008<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/88-Peugeot-E-2008.jpg” title_text=”88 Peugeot E-2008″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Very smart interior; good ride <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> So-so handling; average range<\/p>\n

THE UGLY:<\/strong><\/span> You know there’s better on the way from Peugeot<\/p>\n

NEED TO KNOW:<\/strong> Stylish exterior, classy interior, and the E-2008 rides well. But, like most cars on this platform, the cost vs performance equation makes it hard to recommend.<\/p>\n

THE ONE TO BUY:<\/strong> Base-spec Allure gives you plenty of kit<\/p>\n

KEY DATA:<\/strong> Range 248 miles; efficiency 3.8-4.4 miles per kWh; max DC charging 30 minutes 0-80%<\/p>\n

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111 Vauxhall Astra Electric<\/h2>\n

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THE GOOD:<\/strong><\/span> Efficient; spacious; available as hatch or estate<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Slow; too expensive; bit dull<\/p>\n

THE UGLY:<\/strong><\/span> Not the biggest boot<\/p>\n

NEED TO KNOW:<\/strong> This is the EV you should buy if you have high blood pressure. Its 0-62mph time of 9.2 seconds feels as urgent as an ocean liner \u2013 combine that with the strait-laced interior and you\u2019re in danger of nodding off. That\u2019s good news for efficiency, which allows this big car to get a decent range from a comparatively diddy battery pack. The Peugeot E-308 is much nicer inside, and better to drive, but is somehow even more expensive and even slower. Both are challenged by their Model 3-rivalling prices.<\/p>\n

THE ONE TO BUY:<\/strong> Only one battery\/motor; go mid-spec as base Design trim looks half-finished<\/p>\n

KEY DATA:<\/strong> Range 258 miles; efficiency 4.2 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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110 Citro\u00ebn \u00eb-C4<\/h2>\n

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THE GOOD:<\/strong><\/span> Great value; spacious; efficient<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Weird styling; clunky infotainment<\/p>\n

THE UGLY:<\/strong><\/span> Not interested in hurrying<\/p>\n

NEED TO KNOW: <\/strong>The Citro\u00ebn e-C4 is Citroen\u2019s electric family hatchback, taking on the likes of the VW ID. 3, Kia EV3, Skoda Elroq, Nissan Leaf and Hyundai Kona Electric. A recent facelift has seen the quirky, slightly abstract SUV-fastback styling toned down a bit, so it\u2019s now less head-turning, even if few would call it handsome. The \u00eb-C4 is available with a choice of motors, paired with a 50kWh or 54kWh battery. That\u2019s good for a WLTP range of 220 to 260 miles, while 0-62mph arrives in 10.0 or 9.2 seconds respectively. It\u2019s no firecracker, then, but even the slower of the \u00eb-C4 variants still feels urgent enough when you want it to.<\/p>\n

The soft seats and wafty ride lend themselves to more chilled progress, though, and we rather like the \u00eb-C4 for that. In fact, it\u2019s a really calm, quiet long-distance companion, and while other electric family cars offer better range, if you can live with the \u00eb-C4\u2019s more modest range, this is peculiarly charming family car.<\/p>\n

There\u2019s also the e-C4 X, if you fancy a saloon boot and a bit more luggage space, but the 380-litre hatchback on the standard \u00eb-C4 will be okay for most family users.<\/p>\n

THE ONE TO BUY:<\/strong> Given the impressively low price, the \u00eb-C4 Standard Range is the one to go for. Plus trim adds a reversing camera, head-up display and upgraded infotainment<\/p>\n

KEY DATA:<\/strong> Range 219 miles; efficiency 4.05 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

109 Cupra Tavascan<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/84-Cupra-Tavascan.jpg” title_text=”84 Cupra Tavascan” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Sharp handling; big info screen<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Interior can feel cheap in places<\/p>\n

THE UGLY:<\/strong><\/span> If you don’t squint just so, it still looks like a VW ID. 4<\/p>\n

NEED TO KNOW: <\/strong>In exactly the same way that the Born is Cupra’s version of the VW ID. 3, the Tavascan is Barcelona’s take on the slightly larger ID. 4. So an electric-only crossover built on the MEB platform, with a lot of Cupra finishing touches and a few dynamic improvements.<\/p>\n

The suspension set-up benefits from new spring and damper rates, and the steering has been tweaked for more feedback.<\/p>\n

There’s one battery (77kWh) but a choice of rear-wheel drive and single motor or all-wheel drive and twin motors, with the latter formula also cranked up into the spicier VZ range-topper, which makes 335bhp and 402lb ft, and can provide very lively acceleration.<\/p>\n

THE ONE TO BUY:<\/strong> Might as well go VZ1, so you have the performance and range to back up the looks<\/p>\n

KEY DATA:<\/strong> Range 320 miles; efficiency 3.9-4.1 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

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108 MG Cyberster<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/83-MG-Cyberster.jpg” title_text=”83 MG Cyberster” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Refreshingly different from anything else on the market; quick enough; striking looks<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Terrible interior ergonomics; poor damping; not the sports car we hoped for<\/p>\n

THE UGLY:<\/strong><\/span> Getting frustrated by the electric scissor doors in public<\/p>\n

NEED TO KNOW:<\/strong> You can have your Cyberster with rear-wheel drive and 335bhp, or spend a little more to get another motor for the front wheels for a total of 503bhp. That\u2019s Z4 money, although the combustion-engined BMW feels far more like a sports car than the surprisingly soft and under-damped MG. If that doesn\u2019t put you off, the ridiculously high driving position and user-unfriendly interior probably will.<\/p>\n

THE ONE TO BUY:<\/strong> Keep it cheap with the base Trophy<\/p>\n

KEY DATA:<\/strong> Range 276-316 miles; efficiency 3.3-3.7 miles per kWh; max DC charging 38 minutes 10-80%<\/p>\n

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107 Mercedes-Benz EQE<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/82-Mercedes-EQE.jpg” title_text=”82 Mercedes EQE” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Pretty close to classic E-Class virtues, which is quite an achievement, and sharper to
drive than the bigger EQS<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Lacks that authentic Merc magic, with some oddly cheap materials in the back<\/p>\n

THE UGLY:<\/strong><\/span> Almost as expensive as a BMW i5, not as good<\/p>\n

NEED TO KNOW:<\/strong> How wowed you are by the EQE depends to a large extent where you\u2019re coming from. If you\u2019re a long-term fan of the combustion-engined E-Class, you\u2019ll probably be very impressed by the performance and handling, which are in the same ballpark, especially in the case of the AMG version \u2013 although you\u2019ll wonder why they didn\u2019t quite finish the job properly, having piled the tech very high but not bothered with making the rear seating area particularly nice. If you\u2019re comparing it to the EQS, you\u2019ll be glad of the cost saving and favour the way it drives, unless you really, really want the bigger car\u2019s ultra-plushness. But next to a Tesla Model 3, you\u2019ll wonder if the Merc\u2019s modest size advantage is worth so much extra cash.<\/p>\n

THE ONE TO BUY:<\/strong> Go to the top of the range: the AMG 53 drives very well, if you can find the money<\/p>\n

KEY DATA:<\/strong> Range 280 miles; efficiency 2.7 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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106 Denza Z9 GT<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/106-DENZA-Z9GT-4.jpg” title_text=”106 DENZA Z9GT 4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Panamera-inspired styling; comfortable ride; lots of tech<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Brakes and steering not great on the car we drove<\/p>\n

THE UGLY:<\/strong><\/span> Nothing like as good as a Porsche<\/p>\n

NEED TO KNOW:<\/strong> Denza, new to Europe, is a posher BYD spin-off brand, but not as posh as Yangwang. The aim is to offer an alternative to premium German brands. It sits on BYD’s 800-volt architecture, with a 100kWh battery, three e-motors, all-wheel drive and all-wheel steering. The interior, roomy and comfortable, is dominated by a huge touchscreen.<\/p>\n

THE ONE TO BUY:<\/strong> Pro version is slightly cheaper than Max, and has all the key tech<\/p>\n

KEY DATA:<\/strong> Range 390 miles; 3.9 miles per kWh; max DC charging 19 minutes 30-80% (all est)<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

105 Pininfarina Battista<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/81-Pininfarina-Battista.jpg” title_text=”81 Pininfarina Battista” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Pretty like a sunrise on Everest; fast in a way no other car is <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> So expensive you could buy an island for the same money<\/p>\n

THE UGLY:<\/strong><\/span> Plenty of potential to get carried away \u2013 and the accident would be vast<\/p>\n

NEED TO KNOW: <\/strong>Essentially a sister car to Rimac\u2019s mind-altering Nevera, Pininfarina\u2019s Battista clothes the same rulebook-pulping technology in an infinitely prettier body (you\u2019d expect nothing less from a name synonymous with automotive beauty) and recalibrates the hardware and software to be more road focused.<\/p>\n

Remarkably given the absence of a physics-battering, filling-rattling combustion engine, almost every aspect of the established supercar driving experience is present and correct here \u2013 an astonishing achievement. There\u2019s style to stop city streets. There\u2019s that thrilling sense of anticipation as you climb abord, the butterflies in your belly going wild as you fire it up and experience the Battista\u2019s sonic signature \u2013 a curious but not unpleasant \u2018idle\u2019 that pulses at a frequency you feel as much as hear and that grows more intense as you delve into the car\u2019s otherworldly performance, waxing and waning with changes of throttle position and speed. It\u2019s a weird idea on paper, inspired in practice.<\/p>\n

The numbers here are massive: 1874bhp \u2013 that\u2019s way more than an F1 car \u2013 and \u00a32.65m in the case of the Edizione Nino Farina. But the Battista holds your hand, with a number of drive modes that progressively up the power output and a dreamy driving position that builds confidence. Thanks to the T-shaped battery (there\u2019s no slab of cells below you), you sink into position behind the wheel and instantly feel part of the very structure of the car, such that you\u2019re not so much sitting in it as wearing it.<\/p>\n

How does it drive? You start out just rocketing between corners before emergency braking for them, too scared at first to carry any meaningful corner speed. But soon enough the Pininfarina taps you on the shoulder: \u2018Everything you think you know?\u2019 it mutters, \u2018Forget it. I have re-written the rules. Let\u2019s play.\u2019<\/p>\n

Start to trust this extraordinary machine and it redefines your understanding of how a car can accelerate, brake and turn, elevating your driving to a level you didn\u2019t even know existed. The performance advantage it confers over every other car on the road is quite ridiculous. And like a quad-motor black hole, the Battista is a gateway to forces, speeds and sensations well beyond anything you\u2019ve experienced before. As such it is wildly, maddeningly addictive.<\/p>\n

THE ONE TO BUY:<\/strong> The gorgeous Edizione Nino Farina. The roof-less, screen-less B95 appears not to make a shred of sense<\/p>\n

KEY DATA:<\/strong> Range 296 miles; efficiency 2.55 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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104 Rimac Nevera<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/80-Rimac-Nevera.jpg” title_text=”80 Rimac Nevera” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Handles like the electric love child of a Lotus Exige and Nissan GT-R<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> How much?!!<\/p>\n

THE UGLY:<\/strong><\/span> Your local Rimac servicing centre probably isn\u2019t very local<\/p>\n

NEED TO KNOW: <\/strong>The Rimac Nevera is chiefly the work of engineer and entrepreneur Mate Rimac, who \u2013 in a remarkably short timeframe – has gone from an unknown businessman to the owner of a globally renowned automotive manufacturer and engineering business, and the overall decision-maker at Bugatti following a recent merger. If the all-electric Nevera hypercar is anything to go by, the forthcoming Bugatti-Rimac models will be astonishing.<\/p>\n

The Nevera is a carbonfibre-tubbed work of genius, not only because of the 1888bhp and sub-2.0 second 0-62mph time but also because it feels like a big, monstrously powerful Lotus to drive. Eerily comfortable, and utterly remarkable in its handling. Mind you, it does linger rather low on our list because it costs somewhere around \u00a32 million to buy. It\u2019s a phenomenon to drive, so if you\u2019re the Sultan of Brunei then we\u2019d recommend you buy at least two, so that we\u2019ve got a better chance of seeing one in the wild.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019ve not driven the new Nevera R, but we can\u2019t comprehend the idea of a faster version \u2013 it\u2019s like when you\u2019re not an astrophysicist but are nevertheless trying to work out how a black hole works. You\u2019ll be fine with the \u2018ordinary\u2019 (nothing ordinary about it) Nevera<\/p>\n

KEY DATA:<\/strong> Range 303 miles; efficiency 2.1 miles per kWh; max DC charging 19 minutes 10-80%<\/p>\n

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103 BMW iX2<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/79-BMW-iX2.jpg” title_text=”BMW iX2 xDrive 30″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Better than a petrol X2; all of the technology; spacious for a coupe-SUV<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Iffy ride quality; quite expensive<\/p>\n

THE UGLY:<\/strong><\/span> The light-up grille is still just as hideous now as when it was first revealed<\/p>\n

NEED TO KNOW:<\/strong> The iX2 is the more stylish twin to the more sensible iX1, albeit stretched more than a usual coupe-SUV to create a surprisingly practical family car. <\/p>\n

It\u2019s quite expensive to buy, especially compared to the iX1, but it justifies the cost with its tech-laden interior and sporty driving manners. Particularly the top-spec xDrive30 model, which can hit 0-62mph in 5.6 seconds. An entry-level, front-wheel-drive eDrive20 model is also available but feels slow and knocks around 50 miles off the range with its smaller battery. For once, it pays to get the range-topper.<\/p>\n

THE ONE TO BUY:<\/strong> You\u2019ll be grateful for the extra power of the xDrive30 model. Less so its higher price<\/p>\n

KEY DATA:<\/strong> Range 267 miles; efficiency 3.6 miles per kWh; max DC charging 29 minutes 10-80%<\/p>\n

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102 Abarth 500e<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/78-Abarth-500e.jpg” title_text=”78 Abarth 500e” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Great colour palette<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Even shorter range than the Fiat 500e<\/p>\n

THE UGLY:<\/strong><\/span> A combustion-engined Abarth is more fun, and its petrol soundtrack is real<\/p>\n

NEED TO KNOW:<\/strong> If you\u2019re hoping this is an affordable EV hot hatch, think again. It\u2019s not particularly cheap, and while quicker than a combustion Abarth around a track, isn\u2019t as much fun on the road. Think of it as a regular Fiat 500e with a slightly plusher interior and more punch, and it makes more sense. Shame the already meagre range takes quite a hit, especially if you drive it on the door handles. Thankfully it can charge reasonably quickly, so just make sure your preferred B-road has a reasonably beefy charger at either end.<\/p>\n

THE ONE TO BUY:<\/strong> The Turismo gets awfully close to \u00a340k, so keep it simple and (relatively) cheap with the base Abarth 500e<\/p>\n

KEY DATA:<\/strong> Range 164 miles; efficiency 3.9 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

101 VW ID. 4<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/77-VW-ID.-4.jpg” title_text=”The new Volkswagen ID.4 GTX” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Quiet; comfortable; roomy; failsafe range predictor<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Placid to drive; bland to be in and look at<\/p>\n

THE UGLY:<\/strong><\/span> The nagging feeling that you\u2019ve bought an appliance rather than a car<\/p>\n

NEED TO KNOW:<\/strong> An ID. 3, but bigger. It\u2019s a crossover-ish SUV with plenty of room inside and a very quiet ambience while you\u2019re on the move. A relatively early update gave it some of the luxuries the ID. 3 also got, including a slicker and much less rage-inducing infotainment system. The GTX version is supposedly the GTI of the electric world \u2013 in VW\u2019s dreams.<\/p>\n

THE ONE TO BUY:<\/strong> There’s a 52kWh battery but the 77kWh has a much more sensible range<\/p>\n

KEY DATA:<\/strong> Range 323 miles; efficiency 3.8 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

100 Ford Capri<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/76-Ford-Capri.jpg” title_text=”76 Ford Capri” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Neat design, big boot and decent dynamics<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> You have to pay extra for a heat pump<\/p>\n

THE UGLY:<\/strong><\/span> Why is it called a Capri? It’s not a Capri. A silly distraction<\/p>\n

NEED TO KNOW: <\/strong>It’s essentially a Ford Explorer (the electric European one, based on VW’s MEB tech, not the US combustion one) but longer and lower, and with a bigger boot.<\/p>\n

There’s a Standard Range model with 168bhp and a 52kWh battery, with a claimed range of 242 miles. Better is the 77kWh battery pack and a single electric motor on the rear axle. It produces 282bhp and 402lb ft of torque, which is enough to punch the Capri to 62mph in 6.4 seconds. It has a maximum range of 389 miles.<\/p>\n

Extended Range AWD models come with a slightly larger 79kWh battery pack and an additional electric motor on the front axle to bump power up to 335bhp. Torque remains the same, but the added traction from the extra driven wheels trims the Capri\u2019s 0-62mph time down to 5.3 seconds. Maximum range falls to 368 miles, however. The steering and brakes aren’t great, but the suspension set-up is better than any of VW’s own attempts with the donor MEB platform.<\/p>\n

The cabin is like a tidied-up version of an electric VW \u2013 a little bit Polestar in its fresh, clean look, but still very screen-based.<\/p>\n

THE ONE TO BUY:<\/strong> Go for Select and rear-wheel drive, which gives maximum range and plenty of performance at a lower price<\/p>\n

KEY DATA:<\/strong> Range 389 miles; efficiency 4.67 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

99 Ford Explorer<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/75-Ford-Explorer.jpg” title_text=”75 Ford Explorer” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Sharp looks; tidy ride and handling; roominess<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Boot size is a bit mediocre, some of the annoying MEB switchgear has made it across from VW<\/p>\n

THE UGLY:<\/strong><\/span> Fiddly infotainment<\/p>\n

NEED TO KNOW:<\/strong> Unless you\u2019ve managed to unplug from the Matrix over the last few years, you\u2019ll probably know that the Explorer is a Volkswagen ID. 4 underneath. It\u2019s the first Ford passenger vehicle to come from the collaboration that sees VW using Ford commercial platforms, and Ford using VW\u2019s EV platforms, but the good thing is that the Explorer looks and feels very different to VW\u2019s ID series. Sure, there\u2019s some familiar switchgear including the annoying window switches and touch-sensitive light controls, but otherwise the Explorer has its own style inside and out, and even has its own infotainment software. At 4.4 metres long, it\u2019s a touch smaller than the VW ID. 4 and Skoda Enyaq, but is spot-on for the Renault Scenic E-Tech. It\u2019s one of the nicest cars in the class to drive, and it looks tidy, but the Renault is cheaper and gets a heat pump as standard (unlike the Explorer) so it\u2019s got a lot to prove.<\/p>\n

THE ONE TO BUY:<\/strong> Go all-wheel drive if you\u2019re happy to dig deep in return for impressive pace and handling, but the 77kWh RWD Extended Range in Select trim is the best balance of comfort, range, equipment and price<\/p>\n

KEY DATA:<\/strong> Range 374 miles; efficiency 4.47 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

98 Vauxhall Corsa Electric<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/74-Vauxhall-Corsa-Electric.jpg” title_text=”74 Vauxhall Corsa Electric” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> A perfectly serviceable supermini EV with a reassuringly familiar name<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Dour interior design and finish; cramped back seats<\/p>\n

THE UGLY:<\/strong><\/span> The Peugeot 208 is just that bit more appealing, from basically the same ingredients<\/p>\n

NEED TO KNOW:<\/strong> The current Corsa has a smarter face, bigger battery and more powerful motor than the previous version.<\/p>\n

THE ONE TO BUY:<\/strong> Design trim and the lower power output give you that keen price<\/p>\n

KEY DATA:<\/strong> Range 221 miles; efficiency 3.8-3.95 miles per kWh; max DC charging 30 minutes 0-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

97 Mini Aceman<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/82-Mercedes-EQE.jpg” title_text=”82 Mercedes EQE” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Zingy handling; funky interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Firm ride; high price<\/p>\n

THE UGLY:<\/strong><\/span> Not as spacious as you might be hoping<\/p>\n

NEED TO KNOW: <\/strong>The Aceman is the car for you if you like the style and perkiness of the little electric Mini Cooper (which is three-door only), yet want five doors for a bit more usefulness without stepping up to the \u2018mum and dad\u2019s taxi\u2019-spec Countryman. It has some SUV-ish styling cues in the standard roof rails and chunky arches, but that\u2019s where the SUV traits end. The interior is pretty wild.<\/p>\n

The front-wheel-drive Aceman is based on the same platform as the Cooper (and gets the same two-battery line-up for a range of either 185 or 252 miles) and is very much a compact hatchback \u2013 both in its bubbly handling and in its limited practicality.<\/p>\n

THE ONE TO BUY:<\/strong> Which battery suits you comes down to lifestyle, but we\u2019d go for the SE as it gets the longer range, more power and standard head-up display<\/p>\n

KEY DATA:<\/strong> Range 252 miles; efficiency 4.4 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

96 Jeep Avenger<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/72-Jeep-Avenger.jpg” title_text=”72 Jeep Avenger” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Refined; looks fantastic; better efficiency than other cars on same platform<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not quick; plain to drive; poor rear seat space<\/p>\n

THE UGLY:<\/strong><\/span> The lower dashboard plastics<\/p>\n

NEED TO KNOW:<\/strong> One of many cars on Stellantis\u2019s E-CMP platform, but the best small-SUV iteration. Unlike some of the others, the Avenger manages to be more than the sum of its parts with its chunky looks and likeable character. The interior is funky and smart, too, with clever use of physical controls and neat details like an (optional) cubbyhole cover that\u2019s straight off an iPad. Jeep claims it\u2019s tougher than most baby crossovers and has included some extra off-road modes, and our off-piste excursions show the strictly front-drive Avenger has a little Jeep DNA.<\/p>\n

Behind the fa\u00e7ade, though, the Avenger isn\u2019t that special \u2013 it boasts better efficiency figures than other E-CMP cars but drives as plainly as the Peugeots or DS 3 on this list that use the same tech.<\/p>\n

THE ONE TO BUY:<\/strong> Base Longitude is more than enough<\/p>\n

KEY DATA:<\/strong> Range 249 miles; efficiency 4.0 miles per kWh; max DC charging 24 minutes 20-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

95 BYD Dolphin Surf<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/95-BYD-Dolphin-Surf.jpg” title_text=”95 BYD Dolphin Surf” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Cheap; roomy; two battery options<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Slow charging; short range; busy ride comfort<\/p>\n

THE UGLY:<\/strong><\/span> The way it looks is\u2026 divisive? And weirdly like a Lambo supermini<\/p>\n

NEED TO KNOW: <\/strong>The Dolphin Surf is BYD\u2019s entry-level model, and is an impressively affordable electric small car. At just under 4.0 metres long it\u2019s a very similar size to the Renault 5 and Citroen \u00eb-C3, and has five doors as standard, making this actually pretty roomy and practical for a supermini EV.<\/p>\n

You can have either a 30kWh or 42kWh LFP battery pack, delivering WLTP range of 137 or 189 miles, which makes it a touch shorter range than those rivals. It\u2019s got loads of equipment, though; you even get vehicle-to-load charging, which is often a pricey option on cars that cost three times the Surf\u2019s list price. It\u2019s okay to drive, too.<\/p>\n

The entry-level Active and midrange Boost models both get 87bhp and will do 0-62mph in 11.1 seconds, which isn\u2019t fast but it still feels fine around town if a bit gutless on faster roads. The Dolphin Surf Comfort gets usefully more power and hits 62mph a couple of seconds quicker, so that\u2019s the one to go for. Both are front-wheel drive, but that\u2019s par for the course with most small cars. Ride comfort is a bit fidgety and bouncy around town, but it\u2019s not bothersome enough to be a deal breaker.<\/p>\n

Ultimately, if you can get a good deal (you\u2019ll be able to) and don\u2019t need long range or faster charging, the Dolphin Surf can be a perfectly adequate short-range EV.<\/p>\n

THE ONE TO BUY:<\/strong> Don\u2019t rule out the smaller-battery Dolphin Surf; it seems a short range, but you may well be able to live with that easily if you have home charging. Having said that, the bigger-battery Boost is a good balance of longer range at a reasonable price, so is the sweet spot in the range. The top-spec Dolphin Surf Comfort strays well into Renault 5 and Citroen \u00eb-C3 price territory, which makes it hard to justify.<\/p>\n

KEY DATA:<\/strong> Range 200 miles; efficiency 4.6 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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94 Audi Q6 e-Tron<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/94-Audi-Q6-e-Tron.jpg” title_text=”94 Audi Q6 e-Tron” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Techy; high-def HUD; decent range<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Firm ride; so-so handling; haptic buttons<\/p>\n

THE UGLY:<\/strong><\/span> Perceived quality inside isn\u2019t what you\u2019d hope for<\/p>\n

NEED TO KNOW: <\/strong>The Audi Q6 e-Tron is the middle electric SUV in Audi\u2019s range \u2013 above the Q4, and below the Q8. It gets the recent PPE platform, which also underpins the Porsche Macan Electric. Battery options include 75.8kWh or 94.9kWh NMC packs for an official WLTP range of between 290 and 391 miles, but in our experience of the big-battery Q6, real-world range will be much closer to 300 miles in most conditions. You do get ultra-rapid charging of 270kW for when you need a top-up, which is useful.<\/p>\n

More than that, you get a wall of combined screen and touchscreen infotainment in the cabin, a high-definition head-up display in higher spec cars, and it\u2019s all reasonably easy to use and fast to react. It certainly feels like a very techy car when you sit in it, and it\u2019s got all the features you want. It\u2019s just a bit disappointing to drive, really.<\/p>\n

Only the rapid and expensive SQ6 e-Tron gets air suspension in the UK, while the rest of the range uses steel springs that give it a firm ride and quite heavy-feeling body movement. It\u2019s refined and absolutely fine for everyday pottering, but compared to sharper and more natural-feeling rivals like the BMW iX3, Polestar 3 and Porsche Macan, the Q6 is a bit of a pudding to drive \u2013 regardless of which powertrain you go for.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the Q6 Sport Performance, which makes do with rear-wheel drive but gets the big battery for a long range, and plenty of standard equipment<\/p>\n

KEY DATA:<\/strong> Range 391 miles; efficiency 3.7 miles per kWh; max DC charging 22 minutes 10-80%<\/p>\n

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93 Cadillac Lyriq\u00a0<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/70-Cadillac-Lyriq.jpg” title_text=”2024 Cadillac LYRIQ” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Imperiously refined and smooth; looks like a concept car; high-quality interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Fiddly tech; roly-poly suspension; slow European rollout<\/p>\n

THE UGLY:<\/strong><\/span> Is it too different and quirky to really warrant buying one over the European or Korean or US rivals?<\/p>\n

NEED TO KNOW:<\/strong> Cadillac\u2019s first EV of a new era feels like a relative slam dunk. It\u2019s dramatically styled in an Art Deco sort of way, is right-sized for both the US and Europe\u2019s premium car buyers and rides as if potholes don\u2019t exist. It does, however, feel as if Cadillac\u2019s engineers believe corners don\u2019t exist either, with the Lyriq rolling around like you\u2019re sat on a half-filled water bed.<\/p>\n

THE ONE TO BUY:<\/strong> There\u2019s only one power variant for now \u2013 the 600 E4 \u2013 with your choice being Sport or Luxury trim for the same price<\/p>\n

KEY DATA:<\/strong> Range 329 miles; efficiency 2.63 miles per kWh; max DC charging 25 minutes 10-80% (est)<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

92 Peugeot E-308<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/92-Peugeot-E-308.jpg” title_text=”92 Peugeot E-308″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Refined; classy interior; efficient<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Slower than the Astra<\/p>\n

THE UGLY:<\/strong><\/span> i-Cockpit remains a taste that some never acquire<\/p>\n

NEED TO KNOW:<\/strong> A couple of years into its life, the E-308 has just had a substantial refresh. The visual changes don’t amount to much \u2013 new wheels and lights, mostly \u2013 but crucially there’s an improved battery. It’s still a modest-looking 52kWh, but a more efficient one. Range has gone up from 257 to 279 miles.<\/p>\n

And \u2013 marvellously \u2013 it’s had a significant price cut.<\/p>\n

THE ONE TO BUY:<\/strong> SW version is more practical than the hatch; entry Allure trim is fine<\/p>\n

KEY DATA:<\/strong> Range 279 miles; efficiency 4.1 miles per kWh; max DC charging 32 minutes 20-80%<\/p>\n

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91 BYD Dolphin<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/91-BYD-Dolphin.jpg” title_text=”91 BYD Dolphin” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Spacious; long range for a small car<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Feels cheap; slow charging<\/p>\n

THE UGLY:<\/strong><\/span> Not as cheap as you might expect<\/p>\n

NEED TO KNOW: <\/strong>The BYD Dolphin sits below the Atto 2 and above the Dolphin Surf in BYD\u2019s line-up but, as is typical of BYD, it\u2019s actually quite a bit bigger than direct rivals like the Renault 5 and Citro\u00ebn \u00eb-C3. In fact, at just under 4.3m long it\u2019s very nearly the same size as the Atto 2, but the straightforward hatchback stance and slightly lower price put it beneath the Atto 2 (according to people in a BYD boardroom, anyway). Anyway, it\u2019s a rival for the Renault 5 supermini class, as well as various small EVs including the Renault 4, Puma Gen-E and Vauxhall Frontera.<\/p>\n

There are two LFP batteries on offer, with WLTP driving range from 193 to 265 miles depending on which one you go for. It\u2019s not bad to drive. If you can get over the marine-themed model name, it\u2019s comfortable and responsive enough to feel confident around town or even out on the motorway. You get decent equipment, too \u2013 the Design even gets a panoramic roof, while all Dolphin models get a big touchscreen with the usual phone integration apps and media functionality as well as over-the-air software updates.<\/p>\n

However, the Dolphin does feel cheap. The perceived quality of the materials is a bit questionable, as is the build quality, and you never forget that you went for a budget option. A Renault 4 or Jeep Avenger would be far nicer to drive, look at and spend time in.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the top-spec BYD Dolphin Comfort, which gets the 60.4kWh battery for a long range, plus plenty of equipment<\/p>\n

KEY DATA:<\/strong> Range 265 miles; efficiency 3.8 miles per kWh; max DC charging 50 minutes 10-80%<\/p>\n

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90 Peugeot E-208<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/67-Peugeot-E-208.jpg” title_text=”67 Peugeot E-208″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Very stylish, and now more keenly priced<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Little cramped in the cabin<\/p>\n

THE UGLY:<\/strong><\/span> Doesn’t quite live up to the Peugeot hatchback tradition<\/p>\n

NEED TO KNOW:<\/strong> Facelift keeps the E-208 looking fresh, but plenty of rivals now do the same things better.<\/p>\n

THE ONE TO BUY:<\/strong> E-208 Allure with the 50kWh battery<\/p>\n

KEY DATA:<\/strong> Range 224 miles; efficiency 3.5-4.5 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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89 Mercedes-Benz EQS SUV<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/66-Mercedes-EQS-SUV.jpg” title_text=”66 Mercedes EQS SUV” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Seven seats; bags of space; punchy performance <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Friday-afternoon suspension tuning<\/p>\n

THE UGLY:<\/strong><\/span> The interior is shockingly flimsy in places<\/p>\n

NEED TO KNOW:<\/strong> Available in Benz and Maybach flavours, the EQS SUV sits joint-top of the company\u2019s electric SUV range, although it barely recognises its G580 cousin. It\u2019s very spacious inside and is available with seven seats, although it can\u2019t match the quality feel of the cheaper BMW iX.<\/p>\n

THE ONE TO BUY:<\/strong> The 450 is quick enough really; you\u2019d do well to spend the extra on a higher trim level to ramp up the luxury<\/p>\n

KEY DATA:<\/strong> Range 362 miles; efficiency 3.3 miles per kWh; max DC charging 31 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

88 Suzuki e-Vitara<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/88-Suzuki-eVitara-e1765535999101.jpg” title_text=”88 Suzuki eVitara” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Comfortable; rides well; 4wd available<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Too much happening via touchscreen<\/p>\n

THE UGLY:<\/strong><\/span> The whole project feels a bit rushed<\/p>\n

NEED TO KNOW: <\/strong>The eVitara doesn’t owe much, mechanically, to the familar Vitara. Rather, it leans heavily on the hardware of the Toyota Urban Cruiser. Size-wise it’s a rival for the Ford Puma Gen-E.<\/p>\n

There are two battery sizes, 49kWh and 61kWh, and two trim levels, Motion and Ultra, plus a choice of two- or all-wheel drive. The combination of small battery and two-wheel drive gets you efficiency of 4.2 miles per kWh and a range of 213 miles. The bigger battery takes those figures to 4.1 and 264 miles. Add all-wheel drive and you’re looking at 3.7 miles per kWh and 245 miles of range.<\/p>\n

It rides well, and the handling is reassuringly sturdy in all conditions, but it’s not very quick, and the touchscreen is even slower, not to mention very fiddly.<\/p>\n

THE ONE TO BUY:<\/strong> Suzuki is at its best with all-wheel drive, so might as well go for the Motion Allgrip-e<\/p>\n

KEY DATA:<\/strong> Range 245 miles; efficiency 3.7 miles per kWh; max DC charging 45 minutes 10-80%<\/p>\n

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87 Ford Mustang Mach-E<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/65-Ford-Mustang-Mach-E.jpg” title_text=”65 Ford Mustang Mach-E” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Roomy, easygoing and can be quite engaging to drive<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Clunky ride quality<\/p>\n

THE UGLY:<\/strong><\/span> Feels a bit secondhand from day one, although keen pricing can help you forgive that<\/p>\n

NEED TO KNOW: <\/strong>Forget the Mach-E GT, which tries too hard to be sporty (with the emphasis on hard). And avoid the marginal dynamic gains of the all-wheel-drive versions. Forego even the heavier, near-100kWh battery and pointless posh spec. Instead just enjoy the roominess, user-friendliness and no-nonsense nature of the Mach-E, which may not be much of a Mustang but sits well in the long tradition of functional family Fords.<\/p>\n

You\u2019re placed high and upright in a minimalist cabin dominated by a large and reasonably straightforward touchscreen, and you really don\u2019t need to worry much about any EV cleverness \u2013 Ford has made the transition as painless as possible.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the basic Standard Range with rear-wheel drive and the 72kWh battery<\/p>\n

KEY DATA:<\/strong> Range 273 miles; efficiency 3.6 miles per kWh; max DC charging 38 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

86 BYD Atto 2<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/086-BYD-Atto-2.jpg” title_text=”086 BYD Atto 2″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Great finance deals; lots of kit; loads of passenger space<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Underwhelming dynamics; middling boot size<\/p>\n

THE UGLY:<\/strong><\/span> Weird driver\u2019s read-out<\/p>\n

NEED TO KNOW: <\/strong>The BYD Atto 2 is a compact electric SUV that\u2019s out to take on the likes of the Jeep Avenger and Renault 4. Entry-level Boost trim gets a 51.1kWh battery for a WLTP range of 214 miles, while the Comfort model steps up to a 64.8kWh pack for a range of 267 miles. Both use BYD\u2019s LFP Blade battery, which is made in-house by this huge Chinese manufacturer.<\/p>\n

The Atto 2 is one of those cars that\u2019s just\u2026 fine. It looks very inoffensive, and there\u2019s loads of space in the back for the kids. Plus, there\u2019s decent infotainment courtesy of the big touchscreen that rotates to portrait or landscape mode at the push of a button, and offers all the features you want including nav, wireless Apple CarPlay and Android Auto. Other standard kit highlights include a heat pump for better winter range, and vehicle-to-load that lets you charge your devices from the car\u2019s high-voltage battery.<\/p>\n

But the Atto 2 is verging on unpleasant to drive, with very light steering, sloppy body control and a surprising amount of noise from the suspension and wind. There\u2019s also no one-pedal mode, so brake regen is more limited than it is on some rivals. The current monthly finance deals might well make up for that, though, as the Atto 2 will do the job if you\u2019re not fussed about how the car drives, so long as it\u2019s safe, well-equipped and good value.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the bigger-battery Atto 2 Comfort. It\u2019s not a huge additional cost to get usefully faster charging (155kW for the Comfort vs 82kW for the Boost) and longer range<\/p>\n

KEY DATA:<\/strong> Range 267 miles; efficiency 3.8 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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85 Peugeot E-5008<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/64-Peugeot-E-5008.jpg” title_text=”64 Peugeot E-5008″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> A seriously spacious seven-seat EV for a good price<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Third row is best for kids only<\/p>\n

THE UGLY:<\/strong><\/span> Touchscreen can be annoying<\/p>\n

NEED TO KNOW:<\/strong> You want a proper seven-seat electric SUV but you don\u2019t want to spend an absolute fortune? Here\u2019s your answer. The E-5008 is usefully roomier and more versatile than the Mercedes EQB, and you can get seven adults in if those in the third row aren\u2019t too tall and don\u2019t mind feeling a bit cramped \u2013 and probably hot, since there are no vents back there. But for a family car that gives the freedom of occasional seven-seat transport, plus an enormous boot in five-seat mode, loads of standard kit and decent prices? This is a great package. It\u2019s comfortable and chilled to drive, too, and has a decent range so you don\u2019t have to panic about the family holidays. Keep it serviced with Peugeot and you even get an eight-year warranty (on the car as well as the battery). No need to fund that Kia EV9, after all.<\/p>\n

THE ONE TO BUY:<\/strong> The long-range 97kWh battery and base Allure trim is best for balance of cost, comfort and range<\/p>\n

KEY DATA:<\/strong> Range 435 miles; efficiency 4.1 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

84 Audi Q4 e-Tron<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/084-Audi-Q4-e-Tron.jpg” title_text=”084 Audi Q4 e-Tron” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Refined; well equipped; trustworthy range read-out<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Derivative looks; fiddly steering wheel<\/p>\n

THE UGLY:<\/strong><\/span> A Skoda Enyaq does the same job a bit better and for less money<\/p>\n

NEED TO KNOW: <\/strong>The Audi Q4 e-Tron is a popular electric family SUV in the UK, and in plenty of other markets. But to be honest it\u2019s a little hard to understand why, given that it\u2019s just\u2026. fine. Nothing more, nothing less. You get the choice of a 59kWh or 77kWh NMC battery and the option of rear- or all-wheel-drive models that manage WLTP range of between 250 and 338 miles. And it\u2019s very inoffensive to drive, regardless of which variant you go for. It\u2019s quiet and comfortable enough, and performance is more than punchy enough for a daily family SUV like this, so it\u2019s easy to see why buyers like the confidence and ease of it all. There\u2019s always the Q4 Sportback if you want to pay more for a slightly coupe-ish silhouette and less practical boot space, too.<\/p>\n

The difficulty is that the Q4 e-Tron doesn\u2019t have a USP. It\u2019s just a perfectly adequate electric SUV, so you get a lot more for your money with the Skoda Enyaq or VW ID. 4, both of which are usefully cheaper and do precisely the same job. We\u2019d actually say that the Enyaq has a slightly better interior finish and a more user-friendly infotainment system, too.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the Q4 Sport 45 e-Tron. It gets the bigger battery for a useful real-world range of around 250 to 300 miles, and monthly costs aren\u2019t that much more than for the smaller-battery models. You can have four-wheel drive for a very reasonable \u00a31500, too, which is a good option if you\u2019re worried about winter conditions<\/p>\n

KEY DATA:<\/strong> Range 338 miles; efficiency 3.8 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

83 Genesis GV70 Electrified<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/62-Genesis-GV70-Electrified.jpg” title_text=”62 Genesis GV70 Electrified” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Fabulously chintzy and beautifully screwed together<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Wouldn\u2019t you rather have a BMW?<\/p>\n

THE UGLY:<\/strong><\/span> Get used to people asking you what it is then not caring about the answer<\/p>\n

NEED TO KNOW:<\/strong> \u2018It\u2019s a Genesis.\u2019 \u2018What\u2019s that?\u2019 \u2018It\u2019s a posh Hyundai.\u2019 \u2018Oh, okay. The badge looks like a Bentley\u2019s.\u2019 \u2018I\u2019m sure that was the intention.\u2019 \u2018Is it fast?\u2019 \u2018Yes, actually, it\u2019ll do 0-62mph in…\u2019 \u2018Hang on, is the key quilted?\u2019 \u2018Yes.\u2019<\/p>\n

THE ONE TO BUY:<\/strong> There\u2019s only one \u2013 the \u00a365k \u2018Sport\u2019<\/p>\n

KEY DATA:<\/strong> Range 283 miles; efficiency 3.2 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

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82 Tesla Model Y<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/082-Tesla-Model-Y.jpg” title_text=”082 Tesla Model Y” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Full of Tesla goodness: battery tech, software, charging network <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Clanking ride; hyperactive steering<\/p>\n

THE UGLY:<\/strong><\/span> Even with a refreshed look, it’s still dated<\/p>\n

NEED TO KNOW:<\/strong> The Model Y takes the Model 3\u2019s platform, jacks it up and fits a taller, more practical body. While fast steering feels good in the hunkered-down 3, the Y\u2019s edgy responses will unsettle some, and the suspension just cannot cope with poor roads: fit 20-inch wheels at your peril.<\/p>\n

THE ONE TO BUY:<\/strong> Rear-drive is good value, but Long Range has AWD, more punch and longer range<\/p>\n

KEY DATA:<\/strong> Range 331 miles; 3.26 miles per kWh (tested); max DC charging 27 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

81 Nissan Ariya<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/73-Nissan-Ariya.jpg” title_text=”73 Nissan Ariya” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Fabulously fresh design inside and out<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Lumpy ride; leaden steering<\/p>\n

THE UGLY:<\/strong><\/span> Missed opportunity given Nissan\u2019s head start<\/p>\n

NEED TO KNOW:<\/strong> The Ariya has one of the best mainstream EV interiors, with its Japanese lantern-inspired lighting, sliding centre console and tasteful pale wood. It\u2019s pretty efficient and offers Nissan\u2019s trademark one-pedal driving, triggering serious brake regen, and ProPilot driver assistance. But the fidgety ride and inconsistent steering mean it\u2019s best for aesthetes not racers.<\/p>\n

THE ONE TO BUY:<\/strong> Ariya 87kWh Advance<\/p>\n

KEY DATA:<\/strong> Range 329 miles; efficiency 3.41 miles per kWh; max DC charging 30 minutes 20-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

80 Mercedes-Benz EQS<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/66-Mercedes-EQS-SUV.jpg” title_text=”66 Mercedes EQS SUV” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Extremely long range; imperious motorway refinement <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Drives like a barge; doesn\u2019t feel as high-quality as it should<\/p>\n

THE UGLY:<\/strong><\/span> All that hype about the expensive Hyperscreen infotainment<\/p>\n

NEED TO KNOW:<\/strong> The wheeled bar of soap with a three-pointed star on its nose. Merc\u2019s flagship EQS feels a bit like top-end Mercs of old: it\u2019s brimming with cutting-edge technology, it wears an ultra-exclusive price tag and falls apart dynamically when you take it off an autobahn.
A recent facelift and fiddle gave it, among other things, a bigger battery (for the 450 and AMG 53, but not the entry 350), which helps with range, but doesn’t transform it into the electric S-Class it should always have been.<\/p>\n

THE ONE TO BUY:<\/strong> The 450+ in AMG Line Premium spec \u2013 yours from \u00a3112,560<\/p>\n

KEY DATA:<\/strong> Range 440 miles; efficiency 3.25-3.55 miles per kWh; max DC charging 31 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

79 Polestar 2<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/58-Polestar-2.jpg” title_text=”58 Polestar 2″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Wonderful looking car, best enjoyed with the rear-drive powertrain<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not as roomy as you\u2019d hope for a car this chunky<\/p>\n

THE UGLY:<\/strong><\/span> Image can feel a bit too cool for its own good, like it\u2019s trying too hard to be a Scandi Tesla<\/p>\n

NEED TO KNOW:<\/strong> Polestar recently added a rear-motor, rear-wheel-drive choice, and at the same time introduced a more efficient set of electrics, but didn\u2019t mess with the gorgeous looks. No point in going for the more powerful option, as the chassis doesn\u2019t like it. And the ride is brittle at the best of times.<\/p>\n

THE ONE TO BUY:<\/strong> Standard Range, Single Motor: the slowest Polestar 2, but still quick enough, currently just under \u00a343k<\/p>\n

KEY DATA:<\/strong> Range 344 miles; efficiency 3.9-4.2 miles per kWh; max DC charging 26 minutes 10-80%<\/p>\n

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78 Peugeot E-408<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/78-PEUGEOT-E-408.jpg” title_text=”Copyright C\u00e9dric Viollet @ ContinentalProductions” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Refreshingly odd to look at; handles well; roomy in the back<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Performance isn’t very lively<\/p>\n

THE UGLY:<\/strong><\/span> For a car launched so recently, that range isn’t great<\/p>\n

NEED TO KNOW: <\/strong>The 408 has been around since 2022, and still looks bracingly unusual. Coupe? Crossover? Tall hatch? And finally there’s an electric version.<\/p>\n

Mechanically it’s related to the smaller, more conventional E-308, but with a bigger battery and more power \u2013 but not enough performance or driving range to stand out.<\/p>\n

THE ONE TO BUY:<\/strong> The base Allure is better value; GT spec brings mostly cosmetic changes<\/p>\n

KEY DATA:<\/strong> Range 281 miles; efficiency 4.1 miles per kWh; max DC charging 30 minutes 20-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

77 Mini Countryman<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/57-Mini-Countryman.jpg” title_text=”57 Mini Countryman” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> BMW\u2019s excellent eTech gubbins for less cash; tidy to drive; cool looks<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> More buttons would be good<\/p>\n

THE UGLY:<\/strong><\/span> Some rivals offer longer range<\/p>\n

NEED TO KNOW:<\/strong> The Countryman is Mini\u2019s equivalent of the BMW iX1. It gets the same platform, battery and motors, only at a usefully lower price. That means a WLTP range of up to 287 miles, which is alright even if rivals like the Volvo EX30 and Kia EV3 have longer-range options. The real reason you\u2019d buy the Countryman is because it looks more interesting than most other compact electric SUVs, and has a classy, interesting interior with colourful, knitted (no, really) textiles around the cabin. It\u2019s also a bit pointier and more direct handling than most equivalent family EVs, especially if you go for the SE All4.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019d go for the SE All4, as it gets usefully better performance, all-wheel drive and quite a bit more equipment<\/p>\n

KEY DATA:<\/strong> Range 266 miles; efficiency 3.9 miles per kWh; max DC charging 29 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

76 Fiat 500e<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/76-Fiat-500.jpg” title_text=”76 Fiat 500″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Brilliant looks; pleasant drive; cabrio option<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Small rear seats; dinky boot<\/p>\n

THE UGLY:<\/strong><\/span> Felt like a groundbreaking EV at launch, but it\u2019s now outclassed for range and affordability<\/p>\n

NEED TO KNOW: <\/strong>The Fiat 500 Electric is a masterclass in car design. It\u2019s a sensitive modernisation of the brilliant petrol-powered 500, with smoother edges and a slightly more mature stance. And it looks fantastic regardless of spec, colour, or whether you\u2019ve washed it in the last few years. But it was launched a few years ago now, and the rest of the EV world has moved on. The three-door<\/p>\n

500\u2019s two battery options and WLTP range of 118 or 199 miles suddenly look a touch behind the times, with similarly desirable small electric cars like the Renault 5, Hyundai Inster and even Fiat\u2019s own Grande Panda delivering more range and practicality for less money. Even so, if it\u2019s an urban-focused EV that you\u2019re after, the Fiat 500e\u2019s dinky dimensions, tight turning circle and achingly cute styling still appeal. Monthly finance deals tend to be keen, too, so check those out before you dismiss the 500 based on comparably punchy brochure prices.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the 500e (RED), and pick whichever battery suits your lifestyle: 42kWh with 199-mile range gets a bit more power and usefully faster rapid charging<\/p>\n

KEY DATA:<\/strong> Range 199 miles; efficiency 4.4 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

75 VW ID. Buzz\u00a0<\/h2>\n

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THE GOOD:<\/strong><\/span> Utterly charming; drives like a car; interior feels solid<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> The five-seater isn\u2019t as practical as it looks, sullied by VW\u2019s older and maligned infotainment<\/p>\n

THE UGLY:<\/strong><\/span> Everyone wants to buy them secondhand and then go roadtripping, which only works if someone buys them new<\/p>\n

NEED TO KNOW: <\/strong>After a few failed starts, we finally got that revived VW Microbus. And what an adorable thing the ID. Buzz is \u2013 we think VW\u2019s nailed the charm of it without making it too twee or retro. It\u2019s much the same as the VW ID. 3 and ID. 4 underneath, and drives like a car (complete with a low centre of gravity and plenty of grip) but that brick-like body shape and gargantuan weight hobble efficiency.<\/p>\n

The range now consists of your basic Buzz, the even more basic Cargo, the long-wheelbase seven-seater and the hotter GTX. Batteries and e-motors have also been upgraded since the Buzz first arrived.<\/p>\n

THE ONE TO BUY:<\/strong> Seven-seater makes the most of the family-and-friends feelgood factor<\/p>\n

KEY DATA:<\/strong> Range 258 miles; efficiency 3.3 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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74 Tesla Model S<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/54-Tesla-Model-S.jpg” title_text=”54 Tesla Model S” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Bugatti-beatingly fast <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not Taycan-beatingly fun<\/p>\n

THE UGLY:<\/strong><\/span> That bloody yoke is a joke<\/p>\n

NEED TO KNOW: <\/strong>Even by electric car standards the Model S Plaid is shockingly quick, although the 1.99sec 0-62mph time should be taken with a pinch of salt. (Instead of being measured from a standstill, that figure removes the first foot of movement, although it\u2019s still comfortably faster than even a Bugatti Chiron to this speed and a bit beyond.)<\/p>\n

However, the Plaid isn\u2019t a laugh-a-minute in the corners, so keen drivers will have far more fun in a much slower Taycan variant. You might not get the raw speed, but it\u2019ll be more involving and sharper, making it the better driver\u2019s EV<\/p>\n

Not that Plaid is entirely a one-trick pony. It\u2019s more practical, with loads more passenger and cargo space and a longer range, too \u2013 so long as you don\u2019t mind that new cars are strictly left-hand drive. A boon is Tesla\u2019s Supercharger network making long-distance drives far less of a concern. There\u2019s loads of them and they\u2019re more reliable than the public charging network.<\/p>\n

THE ONE TO BUY:<\/strong> It has to be Plaid, doesn\u2019t it? Only slightly less range than the regular car and hypercar-humbling acceleration. Be aware that the S is no longer offered in right-hand drive in the UK<\/p>\n

KEY DATA:<\/strong> Range 373 miles; efficiency 3.7 miles per kWh; max DC charging 29 minutes 10-80%<\/p>\n

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73 BMW iX3<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/53-BMW-iX3.jpg” title_text=”BMW iX3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Handles sharply; supremely accurate and dependable range <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Dated interior; hard ride; stupid powertrain noises<\/p>\n

THE UGLY:<\/strong><\/span> It\u2019s quite a lot of dosh for what feels like an old car<\/p>\n

NEED TO KNOW:<\/strong> We\u2019ve come a long way since the original electric i3, but BMW\u2019s current iX3 proves we\u2019ve also come a long way since retrofitting a combustion car\u2019s platform with batteries was the norm. Still, the iX3 drives well and manages a good range so we won\u2019t complain too much.
And it’s about to be replaced by an entirely new iX3, the first of a new breed of electric BMW, that’s sensationally good \u2013 trust us. The next time we do this ranking, it will be much higher.<\/p>\n

THE ONE TO BUY:<\/strong> There\u2019s only one power output, and the high-spec M Sport Pro adds generous extra kit<\/p>\n

KEY DATA:<\/strong> Range 288 miles; efficiency 3.5 miles per kWh; max DC charging 31 minutes 10-80%<\/p>\n

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72 Rivian R1T<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/52-Rivian-R1T-needs-cropping.jpg” title_text=”Photo: James Lipman” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Climate-friendly with styling to match; better at being a regular truck than Cybertruck<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Almost too normal \u2013 it even has indicator stalks. How very 1993\u2026<\/p>\n

THE UGLY:<\/strong><\/span> Cybertruck owners will look a lot meaner than you<\/p>\n

NEED TO KNOW:<\/strong> American start-up has hit the ground running, building both the R1T and R1S, as well as countless EV vans for Amazon, all of which seem to be selling well. Rivian is the friendly face of EV trucks Stateside \u2013 even the design makes you go all gooey. Body-on-frame but air suspension, it should appeal to the more traditional truck market in the US, at least on the coasts. Removable Bluetooth speaker in the dash makes every picnic a party.<\/p>\n

THE ONE TO BUY:<\/strong> 1050bhp Quad-motor is impressive, but you\u2019ll be able to make do with the 553bhp dual-motor<\/p>\n

KEY DATA:<\/strong> Range 258-420 miles; efficiency 2.5 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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71 Telsa Cybertruck<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/51-Tesla-Cybertruck.jpg” title_text=”Photo: James Lipman” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Complete strangers want to talk to you; shocking pace<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Complete strangers want to talk to you<\/p>\n

THE UGLY:<\/strong><\/span> Huge amount of hype but you still don\u2019t see many of them on the roads<\/p>\n

NEED TO KNOW:<\/strong> Is this Musk\u2019s greatest moment of madness (at least when it comes to Tesla)? The most ridiculous car we\u2019ve driven recently, with a single-minded focus on delivering to the brief that no other company could match. Hard to get past the looks but when you do, the Cybertruck is really accomplished. Pace that few can match, four-wheel steer makes it incredibly manoeuvrable, comfortable air suspension \u2013 for something that looks totally alien, it drives remarkably normally.<\/p>\n

THE ONE TO BUY:<\/strong> Has to be the 845bhp Cyberbeast \u2013 if you\u2019re going to go all in, go all in<\/p>\n

KEY DATA:<\/strong> Range 320-340 miles (USA); efficiency 2.3 miles per kWh; max DC charging 22 minutes 10-80% (est)<\/p>\n

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70 Ford Puma Gen-E<\/h2>\n

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THE GOOD:<\/strong><\/span> Huge boot; tidy handling; low price<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Middling range: so-so infotainment<\/p>\n

THE UGLY:<\/strong><\/span> The dashboard: it looks old fashioned, and making it two-tone doesn\u2019t solve that<\/p>\n

NEED TO KNOW: <\/strong>The Ford Puma Gen-E is one of the best small EVs to drive. The control weights are pretty spot-on, it\u2019s supple yet responsive, and you can have fun when you want to while just letting it get on with transporting you home safely and conveniently the rest of the time. It\u2019s really well sorted, and Ford should be proud of that. It\u2019s also got a huge 574-litre boot, which isn\u2019t far off what you get in big SUVs like the Skoda Enyaq and VW ID. 4, despite the Ford\u2019s reasonably compact 4.2-metre long body and circa \u00a330,000 price making it a direct rival to the likes of the Kia EV3, Skoda Elroq and Renault 4 E-Tech.<\/p>\n

It’s also a very efficient car. You\u2019ll get over 4.0 miles per kWh in real-world use, meaning you\u2019ll see around 180-200 miles pretty easily, despite the small 43kWh battery capacity. <\/p>\n

Unfortunately, other small electric SUVs will go further. Possibly more problematic is that the rear seats are pretty cramped by the standards of this class, and the dash is distinctly old-fashioned, too. The infotainment does what you need it to do, but that also feels a bit dated.<\/p>\n

THE ONE TO BUY:<\/strong> There are only two trims, but the Puma Gen-E Select is the one to go for as it gets keyless entry and LED matrix headlights at a very good price. You get a free home wallbox and five years’ free servicing, too<\/p>\n

KEY DATA:<\/strong> Range 233 miles; efficiency 4.5 miles per kWh; max DC charging 23 minutes 10-80%<\/p>\n

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69 Kia Niro EV<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/50-Kia-Niro-EV.jpg” title_text=”50 Kia Niro EV” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Definitively sensible, and better in every way than the Mk1 Niro<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Rear seats and boot aren\u2019t massive<\/p>\n

THE UGLY:<\/strong><\/span> Not part of Kia\u2019s new era, and works just fine as a continuing highlight of the old era<\/p>\n

NEED TO KNOW:<\/strong> The Niro is shaped to also be compatible with two flavours of hybrid powertrain, so in EV form it feels very conventional, with none of the space-age mould-busting of the EV6, 3 and 9. It plays to traditional Kia strengths: easy to get on with, utterly trustworthy, okay to drive, efficient.<\/p>\n

THE ONE TO BUY:<\/strong> Trim levels 2, 3 and 4 all offer the same battery, but the significantly better-equipped 4 is available with a heat pump<\/p>\n

KEY DATA:<\/strong> Range 285 miles; efficiency 3.8 miles per kWh; max DC charging 43 minutes 10-80%<\/p>\n

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68 Volvo ES90<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/68-Volvo-ES90.jpg” title_text=”68 Volvo ES90″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Not an SUV; refinement; range; roominess; fast charging<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not really a saloon either; terrible rear visibility<\/p>\n

THE UGLY:<\/strong><\/span> Volvo knew many of us would hate the touchscreen-reliant infotainment, but went ahead with it anyway<\/p>\n

NEED TO KNOW: <\/strong>The ES90 uses the same SPA2 platform as the EX90 and Polestar 3, but an upgraded version that’s benefitted from early mistakes and software problems. So it goes straight in with 800-volt electrical architecture, not the 400-volt system they started with.<\/p>\n

There are three powertrains (Single Motor Extended Range, Twin Motor, Twin Motor Performance), each of which gets a different battery. There are two twin levels, Plus and Ultra (and a more basic Core in some markets).<\/p>\n

Think of it as an Audi A6 e-Tron rival and it’s there or thereabouts, in a slightly uninspiring way.<\/p>\n

THE ONE TO BUY:<\/strong> Single Motor Extended Range is all the performance and range you need, and Plus spec is plenty fancy enough<\/p>\n

KEY DATA:<\/strong> Range 401 miles; efficiency 3.4-3.9 miles per kWh; max DC charging 22 minutes 10-80%<\/p>\n

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67 Mercedes-Benz EQB<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/48-Mercedes-EQB.jpg” title_text=”48 Mercedes EQB” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Seven-seats in a genuinely compact package<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Range and powertrain a bit off the pace now<\/p>\n

THE UGLY:<\/strong><\/span> Glitzy dashboard has more creaky bits than HMS Victory<\/p>\n

NEED TO KNOW:<\/strong> The first mainstream electric seven-seater. Compared with a Tesla Model X, the Merc\u2019s price seems relatively bargainous, and being based on the EQA it\u2019s not a bad steer either. The 250-mile range is a bit modest these days, as is the 100kW max charge speed, but it\u2019s comfy and big enough for family car duties. As ever with Mercs, interior quality is hit and miss.<\/p>\n

THE ONE TO BUY:<\/strong> They all look the same, so save some money with the 300 powertrain in AMG Line trim<\/p>\n

KEY DATA:<\/strong> Range 252 miles; efficiency 3.3 miles per kWh; max DC charging 32 minutes 10-80%<\/p>\n

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66 Hyundai Kona Electric<\/h2>\n

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THE GOOD:<\/strong><\/span> X-Men styling meets useful range and performance<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> A bit cramped; a bit contrived<\/p>\n

THE UGLY:<\/strong><\/span> You\u2019ll soon forget how cool it looks and subconsciously uncouple<\/p>\n

NEED TO KNOW:<\/strong> The Kona\u2019s full-width LED strips front and rear do give a real Cylon look that\u2019s certainly eye-catching. The interior has its moments, too. But let\u2019s be real \u2013 you\u2019ll buy a compact Hyundai SUV because of its excellent range and five-year warranty, not because it plucks insistently at your heartstrings. It beat the Fiat 600e and Honda e:NY1 in one of our group tests. \u00a0<\/p>\n

THE ONE TO BUY:<\/strong> Get the big battery; N Line is the cheapest trim with heated seats<\/p>\n

KEY DATA:<\/strong> Range 319 miles; efficiency 4.3 miles per kWh; max DC charging 41 minutes 10-80%<\/p>\n

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65 Subaru Uncharted<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/65-Subaru-Uncharted.jpg” title_text=”65 Subaru Uncharted” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Smooth; efficient; good off-road; well built <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Small boot; cramped in the back; charging could be quicker<\/p>\n

THE UGLY:<\/strong><\/span> Another silly steering wheel<\/p>\n

NEED TO KNOW:<\/strong> Uncharted is a new name for Subaru. Think of this SUV as the electric replacement for the Crosstrek, or a slightly smaller alternative to the Solterra. It’s also closely related to the Toyota C-HR+, as part of an ongoing collaboration between the two Japanese car makers.
There are two front-wheel-drive versions, but to us the Uncharted makes most sense in all-wheel-drive guise, where it has some of the any-road ability that is part and parcel of Subaru’s traditional rugged do-it-all appeal.<\/p>\n

THE ONE TO BUY:<\/strong> Go for all-wheel drive, because it’s a Subaru<\/p>\n

KEY DATA:<\/strong> Range 328 miles; efficiency 4.8 miles per kWh; max DC charging 30 minutes 10-80% (figures all est)<\/p>\n

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64 DS N\u00ba8<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/64-DS_No.8.jpg” title_text=”64 DS_No.8″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Feels defiantly different; good electric efficiency; long range<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Firm ride<\/p>\n

THE UGLY:<\/strong><\/span> Steering wheel looks cool but is ergonomically terrible<\/p>\n

NEED TO KNOW: <\/strong>The DS N\u00ba8 is a car that you will only buy if you are determined to be different. That\u2019s really the whole selling point of the brand, not just this big electric executive. After all, if you want an electric executive car with usefully over 400 miles of range, you\u2019re almost certainly going to look straight at Tesla, Polestar or Mercedes. They offer good range and plenty more besides.<\/p>\n

The DS N\u00ba8 is pretty impressive on range, with a huge 446-mile claimed WLTP combined figure from the biggest battery, or 358 miles if you go for the smaller battery pack. You can also have a dual-motor, all-wheel-drive variant, and 160kW rapid charging is good enough for a 100-mile top-up in under 10 minutes.<\/p>\n

DS remains a very quirky brand. The N\u00ba8 is a great case in point. The battery allows for a very competitive range, the equipment is generous and there are some design details that wouldn\u2019t look out of place in a jewellery shop window. Yet the ride is firm, the weird steering wheel looks very artisan yet isn\u2019t actually terribly nice to use in everyday driving, the infotainment isn\u2019t as user-friendly as in most rivals, and the ride is oddly busy. Oh, and it costs a lot more than a Tesla Model 3 or Polestar 2\u2026 While the N\u00ba8 is charmingly distinctive, it is not a logical choice.<\/p>\n

THE ONE TO BUY:<\/strong> If your heart is set on a DS N\u00ba8, stick with the entry-level Etoile, but go for the front-wheel-drive Long Range to get perfectly decent driving manners and the longest range available<\/p>\n

KEY DATA:<\/strong> Range 446 miles; efficiency 5.9 miles per kWh; max DC charging 25 minutes 10-80%<\/p>\n

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63 BYD Seal<\/h2>\n

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THE GOOD:<\/strong><\/span> Decent to drive; smart looks; loads of kit <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Odd interior design; a Tesla has better range<\/p>\n

THE UGLY:<\/strong><\/span> Fussy dash design<\/p>\n

NEED TO KNOW:<\/strong> The BYD Seal is the best car BYD currently makes, and our highest rated in this countdwon. It\u2019s a rival to the Tesla Model 3, though it\u2019s a touch bigger than the Tesla so strays into VW ID. 7 territory too. There\u2019s only one battery option, which gives it a WLTP range of up to 354 miles, but you can choose from rear-wheel drive or a potent all-wheel-drive model. Both versions feel pretty sophisticated to drive, with decent ride comfort and satisfying handling, plus you get generous equipment levels and a big, rotating touchscreen with all the infotainment functions and phone integration you want. It really is a viable alternative to the Model 3, then, but the big problem is that the official range now lags behind the Model 3, which will do well over 400 miles to a charge by official standards.<\/p>\n

THE ONE TO BUY:<\/strong> Stick with the rear-wheel-drive Seal Design. It\u2019s well equipped, it drives well, it has the longest range of the two models on offer, and it\u2019s a good price<\/p>\n

KEY DATA:<\/strong> Range 354 miles; efficiency 3.9 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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62 Smart #1<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/45-Smart-1.jpg” title_text=”45 Smart #1″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Strong acceleration, reasonable range and plenty of space<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> The boot is tiny if you have the rear bench slid all the way back<\/p>\n

THE UGLY:<\/strong><\/span> Very irritating name; trying to hustle the Brabus version down a B-road<\/p>\n

NEED TO KNOW:<\/strong> If you loved the original Smart, look away now. Instead of building another tiny (and niche) city car, Smart has produced a Mini Countryman-sized five-seat electric SUV on a platform shared with Volvo\u2019s EX30. The #1 has loads of space inside, a sliding rear bench to give more legroom or a bigger boot, and decent quality. The rear-drive models will hit 62mph in 6.7 seconds, while the four-wheel-drive Brabus takes just 3.9 seconds. Sadly the suspension can\u2019t keep up, so it\u2019s a wild ride on twisting tarmac.<\/p>\n

THE ONE TO BUY:<\/strong> Premium brings a heat pump, head-up display, leather seats and audio upgrade<\/p>\n

KEY DATA:<\/strong> Range 273 miles; efficiency 4.4 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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61 Lotus Eletre<\/h2>\n<\/blockquote>\n

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THE GOOD:<\/strong><\/span> Luxurious interior; spacious<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Where\u2019s the clever engineering?<\/p>\n

THE UGLY:<\/strong><\/span> It weighs almost as much as two hippos<\/p>\n

NEED TO KNOW: <\/strong>Lotus likes to describe the Eletre as an \u2018electric Hyper-SUV with racecar DNA\u2019. This is stretching the truth a tad. Yes, the regular Eletre 600 can get from zero to 62mph in 4.5 seconds, but you need the 900 for truly noteworthy performance (0-62mph in 2.95sec) befitting the word \u2018hyper\u2019. We could live with this if the handling was even half as engaging as a trad Lotus, admittedly not easy in an electric SUV.<\/p>\n

Helped by stiff springing and clever suspension tech it doesn\u2019t lean a great deal, but the steering isn\u2019t brimming with Lotus feedback and the chassis majors on lashings of safe understeer. A BMW iX isn\u2019t exactly an adrenaline pump either, but at least there\u2019s a bit more connection and a better balance. It\u2019s a shame, as the interior feels well put together and undoubtedly luxurious, plus there\u2019s plenty of space for people and luggage. But not because of clever packaging \u2013 it\u2019s just massive.<\/p>\n

THE ONE TO BUY:<\/strong> If you just want a posh SUV with a sporting badge, a 600 is fine. Those looking for thrills are better served by the 900<\/p>\n

KEY DATA:<\/strong> Range 354 miles; efficiency 3.2 miles per kWh; max DC charging 25 minutes 10-80%<\/p>\n

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60 Volvo EX30<\/h2>\n

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THE GOOD:<\/strong><\/span> Stonking value; impressive performer<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not particularly spacious; Performance model doesn\u2019t handle its power well<\/p>\n

THE UGLY:<\/strong><\/span> Shuns Volvo\u2019s safety ethos by putting everything on one honking great touchscreen<\/p>\n

NEED TO KNOW: <\/strong>Premium\/sensible Volvo, the thinking liberal\u2019s alternative to the German crowd, has put its name to an electric SUV that costs less than a VW ID. 3, is loaded with clever touches and, in its Twin Motor configuration, will do 0-62mph in 3.6 seconds. What? <\/p>\n

Cost savings come from the Geely platform, shared with Smart and Zeekr, but the EX30 is significantly more polished than either, with more than acceptable dynamics and a sheen of Volvo magic on the inside. Props to any brand that can make recycled materials look so chic, and double props for including such delightful chunky chrome door pulls. It\u2019s the small things. <\/p>\n

Single Motor models are quick, and the 422bhp Twin Motor Performance is unnecessarily powerful for a compact SUV. It is also under-braked and lacking in the chassis poise to make it an enjoyable steer, so we\u2019d keep it simple and go for the Single Motor with the biggest battery. You\u2019ll still be undercutting almost every competitor.<\/p>\n

The price tag helps you overlook a lot. We can\u2019t quite square the all-touchscreen cabin with Volvo\u2019s insistence on its cars being the safest on the road, though. The central unit contains not only all of the switchgear, but also the gauge cluster. Overlook that and this is stunning value for a posh, small and slightly quirky EV SUV.<\/p>\n

THE ONE TO BUY:<\/strong> Single Motor Extended Range worth the price jump and is nicer to drive than Twin Motor<\/p>\n

KEY DATA:<\/strong> Range 294 miles; efficiency 3.7 miles per kWh; max DC charging 26 minutes 10-80%<\/p>\n

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59 Toyota C-HR+<\/h2>\n

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THE GOOD:<\/strong><\/span> Solid feel; roomy cabin; sure handling <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Annoyingly intrusive safety warnings<\/p>\n

THE UGLY:<\/strong><\/span> Toyota is still struggling to stand out in the EV world<\/p>\n

NEED TO KNOW: <\/strong>After decades of success with hybrids, Toyota has been a reluctant and unimpressive entrant into the EV market. The C-HR+ is mechanically similar to the Subaru Uncharted. It slots into the Toyota range below the bZ4X and above the Urban Cruiser.<\/p>\n

There’s a choice of battery sizes; both are front-wheel-drive only.<\/p>\n

It drives pretty well and is generally easy to get on with. It’s fine. But when you’re up against the Skoda Elroq and Kia EV3, that’s not really good enough.<\/p>\n

THE ONE TO BUY:<\/strong> The 77kWh battery gives much more range; Mid+ spec is a good balance<\/p>\n

KEY DATA:<\/strong> Range 378 miles; efficiency 4.0 miles per kWh (est); max DC charging 30 minutes 10-80%<\/p>\n

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58 Alfa Romeo Junior<\/h2>\n

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THE GOOD:<\/strong><\/span> Joyous handling for the Veloce version<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Cramped rear seats; not cheap; underwhelming range<\/p>\n

THE UGLY:<\/strong><\/span> Divisive looks<\/p>\n

NEED TO KNOW: <\/strong>The Alfa Junior Veloce is to the standard Junior what the GTI is to the VW Golf \u2013 it\u2019s a far bigger departure than you might expect, with a diff, suspension changes, more power and generally a thoroughly overhauled driver experience. A great experience, too. By hatchback standards \u2013 never mind the electric compact SUV class that the Junior falls into \u2013 this is a responsive, fizzy car that relishes diving into corners and hanging on with terrier-like stubbornness.<\/p>\n

The way it drives isn\u2019t the Alfa\u2019s problem, for sure. It\u2019s more that this is not the roomy, useful car that you might hope of a small SUV-ish thing; it\u2019s pretty cramped in those back seats, to the point where an Alpine A290 is just as useful despite being a smaller car (but then again the Alfa\u2019s 400-litre boot is much more practical). You\u2019ll also be lucky to get 200 miles out of the Veloce, even in gentle real-world driving.<\/p>\n

THE ONE TO BUY:<\/strong> The lesser models are cheaper but the Veloce is the one; it comes with most of the stuff that you want, but add a sunroof as it\u2019s dark in there without it<\/p>\n

KEY DATA:<\/strong> Range 207 miles; efficiency 3.8 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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57 Mini Cooper: best city car<\/h2>\n

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THE GOOD:<\/strong><\/span> Zingy handling, funky interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Restless ride, high price<\/p>\n

THE UGLY:<\/strong><\/span> No speed read-out in the driver\u2019s eyeline on base cars<\/p>\n

NEED TO KNOW:<\/strong> There\u2019s nothing else like a Mini, is there? It\u2019s always had its own appeal, and that\u2019s as true of the new electric Mini Cooper as it is of any modern Mini. Even with new rivals like the Renault 5 E-Tech shaking things up, the Mini definitely has the premium end of the small, fun-but-grown up electric car market cornered. Two batteries offer a range of either 190 or 250 miles, with the latter getting faster charging, more power and more kit, although neither is slow and both get the darty, urgent handling that Mini buyers relish. You\u2019ll notice the fidgety ride comfort, too, although the SE with its heavier battery and slightly softer suspension is more settled.<\/p>\n

THE ONE TO BUY:<\/strong> The Mini Cooper SE for its longer range, faster charging, standard head-up display and comfier ride<\/p>\n

KEY DATA:<\/strong> Range 250 miles; efficiency 4.5 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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56 Maserati Grecale Folgore<\/h2>\n

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THE GOOD:<\/strong><\/span> Rare, roomy and well equipped<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Rare at least in part because it’s so expensive<\/p>\n

THE UGLY:<\/strong><\/span> Combustion versions are way less expensive, and so’s the entry-level Porsche Macan Electric<\/p>\n

NEED TO KNOW: <\/strong>Maserati has embraced battery-electric with an enthusiasm that surprised many, given how traditional the trident-badged cars have generally been. It now offers electric versions of half of its line-up, all badged Folgore.<\/p>\n

And Maserati’s embrace of the SUV body style is also slightly out of left field, if you think of it as a maker of fast, sophisticated saloons and coupes. It’s useful shorthand to think of Levante and Grecale as being Maserati’s equivalent to the smash-hit Porsche Cayenne and Macan, but in reality the Italian cars are closer in size and much less neatly demarcated than the Germans. The elderly Levante is not available in electric form.<\/p>\n

The Grecale Fologre has two electric motors, one at each end, between them producing 550bhp and 605lb ft from a 105kWh battery. You can get to 62mph in 4.1 seconds.<\/p>\n

Folgore means \u2018lightning bolt\u2019 in Italian, but really the electric Grecale\u2019s charm comes as a family runabout with a focus on comfort and mile-munching, and the ride quality is generally good on the standard air suspension.<\/p>\n

THE ONE TO BUY:<\/strong> There’s just the one electric version of the Grecale; it’s highly spec’d, and it really has to be, at more than \u00a3100k (and if you want it in the colour scheme that’s only available on the EV, that’s more money)<\/p>\n

KEY DATA:<\/strong> Range 311 miles; efficiency 2.6 miles per kWh; max DC charging 29 minutes 20-80%<\/p>\n

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55 Alpine A390<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/55-ALPINE_A390.jpg” title_text=”55 ALPINE_A390″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Agile handling; practical-ish; striking styling<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> A bit punchy on the price; rear passenger space is cramped<\/p>\n

THE UGLY:<\/strong><\/span> The interior doesn\u2019t feel good enough for the price<\/p>\n

NEED TO KNOW: <\/strong>The Alpine A390 is an electric fastback-GT-SUV kind of thing. Let\u2019s just call it a sports-focused executive five-door, eh? With its 4.6-metre body, 518-litre boot and room for four, it\u2019s usable day to day yet still channels Alpine\u2019s sporting DNA. Its 89kWh NMC battery delivers up to 345 miles of WLTP range, while three (count them \u2013 three!) electric motors give 395bhp in the GT and 463bhp in the GTS, for a 0-62mph time of 4.8sec and 3.9sec respectively.<\/p>\n

On the road, the A390\u2019s balance and precision stand out. Passive dampers keep it taut yet supple, giving crisp steering and playful handling that even a BMW i4 will struggle to match; there\u2019s an edge of Lotus-esque purity to the A390\u2019s handling that really thrills. Only the Porsche Taycan and Hyundai N cars come close, in the scheme of electric performance cars. Having said that, you have to push the A390 quite hard to discover that purist tactility and response, so you may be a little disappointed that it doesn\u2019t deliver a bit more flair and sparkle at normal road speeds.<\/p>\n

Ride comfort is surprisingly decent, though. This is a tightly sprung car, so you know what\u2019s going on with the road surface, but the damping keeps things pliant enough for enjoyable everyday progress. The real issue is that the A390 is quite expensive \u2013 it\u2019s well into Polestar 4 prices, and is getting on for base Porsche Taycan territory \u2013 yet the interior feels\u2026 well, like it\u2019s from a Renault. Which it is. There\u2019s a bit more passenger room and boot space in some rivals, too.<\/p>\n

THE ONE TO BUY:<\/strong> The entry-level A390 GT is a lot cheaper yet promises much the same experience, so we\u2019d be tempted to stick with that one<\/p>\n

KEY DATA:<\/strong> Range 345 miles; efficiency 3.26 miles per kWh; max DC charging 25 minutes 10-80%<\/p>\n

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54 Smart #3<\/h2>\n

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THE GOOD:<\/strong><\/span> Decent value; well-built interior; quiet; comfortable<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Utterly infuriating software; less rear space than the #1; looks like melted ice cream<\/p>\n

THE UGLY:<\/strong><\/span> The shrill noise of the hyperactive, paranoid fatigue-warning system<\/p>\n

NEED TO KNOW: <\/strong>A coupe-SUV from the brand we all thought was dead. This trades some rear space for a sleeker profile compared to the awkwardly shaped #1 but, underneath, is exactly the same as it. Plenty of choice in terms of performance and battery sizes, and it\u2019s calm and quiet on the move. Right up until you need to use the overly quirky and unnecessarily complicated infotainment software or get screamed at by hyperactive safety alerts.<\/p>\n

THE ONE TO BUY:<\/strong> While the Brabus is hilariously fast, stick with Premium (around \u00a340k) for the most kit and the longest range<\/p>\n

KEY DATA:<\/strong> Range 283 miles; efficiency 3.8 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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53 Abarth 600e<\/h2>\n

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THE GOOD:<\/strong><\/span> Looks cool; fun to drive; surprisingly practical <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Real-world range; price<\/p>\n

THE UGLY:<\/strong><\/span> Depreciation isn\u2019t fun<\/p>\n

NEED TO KNOW: <\/strong>The Abarth 600e is, of course, based on the electric Fiat 600 \u2013 which is itself based on the same platform as the Vauxhall Mokka, Alfa Junior and many others. None of this is what you\u2019d necessarily expect to be a great basis for a hot hatch, but the Abarth is a genuine riot to drive. With 237bhp going to the front wheels \u2013 or 278bhp if you go for the Scorpionissima \u2013 it\u2019ll do 0-62mph in 6.2 or 5.9 seconds respectively. But it\u2019s not about outright pace, because both versions of the Abarth 600e get a Torsen limited-slip diff and suspension upgrades, all of which adds up to surprisingly alert and playful handling. Plus, the Abarth is quite theatrical; you can have it in purple, and it even pipes fun engine noises to an external speaker, if you want it to. So that you can rev your electric car at the lights, innit?<\/p>\n

The real problem with the Abarth 600e is that it\u2019s not cheap to buy, and the real-world range provided by its 51kWh NMC battery is fairly poor; you should only expect around 130 to 180 miles miles depending on conditions and how you\u2019re driving.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019d go for the Scorpionissima \u2013 less for the extra power than for the upgraded interior bits, which include uprated seats, upholstery and styling. The extra punch is just an added bonus<\/p>\n

KEY DATA:<\/strong> Range 199 miles; efficiency 3.4 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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52 Hyundai Ioniq 6<\/h2>\n

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THE GOOD:<\/strong><\/span> Tidy handling; top battery tech<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Dynamically beaten by Tesla\u2019s Model 3 and BYD\u2019s Seal in our group tests<\/p>\n

THE UGLY:<\/strong><\/span> Mis-shapen rear would give Quasimodo the hump<\/p>\n

NEED TO KNOW: <\/strong>One particular drive, 500 miles in a day, made the Ioniq 6’s strengths clear: good efficiency, quick DC recharging, engaging steering. But while its body control is better than the Ioniq 5\u2019s, the big wheels transmit too much shock and awe to occupants. If you love the looks, go for it. If you want more performance, try the N, reviewed and ranked separately.<\/p>\n

THE ONE TO BUY:<\/strong> 77.4kWh rear-wheel-drive Premium<\/p>\n

KEY DATA:<\/strong> Range 338 miles; efficiency 3.88 miles per kWh; max DC charging 24 minutes 10-80%<\/p>\n

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51 Vauxhall Frontera<\/h2>\n

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THE GOOD:<\/strong><\/span> Great value; very roomy; comfortable<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Range could be better; interior feels cheap; oddly noisy<\/p>\n

THE UGLY:<\/strong><\/span> Will make you feel guilty for buying a more costly EV<\/p>\n

NEED TO KNOW: <\/strong>The Frontera debuted Vauxhall’s policy of price parity: this EV cost the same as the hybrid version. It’s a strong statement, and very good value. Okay, in some ways it feels like the cheap car it is, and there’s limited driving pleasure to be had, but as trusty family transport that happens to be electric, it’s fantastic.<\/p>\n

THE ONE TO BUY:<\/strong> They all have a 44kWh battery, so rein in your range expectations. GS spec is still a decent price, and looks smarter<\/p>\n

KEY DATA:<\/strong> Range 186 miles; efficiency 4.2 miles per kWh; max DC charging 28 minutes 20-80%<\/p>\n

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50 Citro\u00ebn \u00eb-C3 Aircross<\/h2>\n

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THE GOOD:<\/strong><\/span> Fantastic value; loads of space<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Range read-out is hard to find; no seven-seat option on the EV<\/p>\n

THE UGLY:<\/strong><\/span> Real-world range on the motorway<\/p>\n

NEED TO KNOW: <\/strong>The Citro\u00ebn \u00eb-C3 Aircross is a small-ish electric car which, at 4.4 metres long, is a similar size to cars like the Ford Puma Gen-E, Renault 4, Kia EV3 and Jeep Avenger. It\u2019s a lot cheaper than most of them, though, being pitched as a budget option for families who want a simple, honest EV with enough room for daily life but at a good price. And that\u2019s exactly what it does.<\/p>\n

It gets much the same interior as the smaller non-Aircross \u00eb-C3, which it shares a platform with; the Aircross is basically just a bigger take on the \u00eb-C3, after all. It does get slightly different battery options, though, with either a 44kWh or 54kWh LFP pack offering official WLTP range of between 188 and 249 miles.<\/p>\n

As with the smaller \u00eb-C3, the Aircross is perfectly tidy to drive. There\u2019s lots of bodyroll, but the ride comfort is nice and soft, it steers neatly enough and the driving position is pretty decent so you won\u2019t mind covering longer journeys. The kids can come along, too, as there\u2019s a surprisingly roomy rear bench, and the boot is big enough for the labrador to get comfortable.<\/p>\n

Just leave time to charge regularly if you are doing higher miles in your \u00eb-C3, as the efficiency on the motorway drops quickly and you\u2019ll be lucky to see 150 miles from the 54kWh car on the motorway, while the smaller-battery car will be more like 100 miles per charge. Even so, this is a cheerful and honest family EV that\u2019s pleasant to drive and easy to live with provided you aren\u2019t expecting it to do a lot of long journeys.<\/p>\n

THE ONE TO BUY:<\/strong> If you only want this as a second car, mostly for shorter trips, stick with the smaller battery but go for Max trim as it gets heated seats and auto wipers<\/p>\n

KEY DATA:<\/strong> Range 188 miles; efficiency 4.3 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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49 Volvo EX90<\/h2>\n

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THE GOOD:<\/strong><\/span> All the safety you could ever need; beautiful Scandi styling; whisper quiet<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Great for families, but little personality<\/p>\n

THE UGLY:<\/strong><\/span> The literal ugly \u2013 you can\u2019t delete the lidar sensor on the roof, so expect to be hailed like a cab everywhere you go<\/p>\n

NEED TO KNOW: <\/strong>Volvo\u2019s family-friendly SUV now also made climate-friendly. Great styling and practical seven-seat layout will appeal to the chattering classes, but prices are on the lofty side and there\u2019s zero dynamic appeal in the chassis. Whisper quiet and rides very well, so if that\u2019s what\u2019s on your tick list, it\u2019s perfect. A great Volvo for the 2020s, although some early EX90s had software problems.<\/p>\n

THE ONE TO BUY:<\/strong> The cheapest, when it comes along. Until then, starting prices are near-\u00a3100k<\/p>\n

KEY DATA:<\/strong> Range 375 miles; efficiency 2.96 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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48 Citro\u00ebn \u00eb-C3<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/48-CITROEN_E-C3.jpg” title_text=”48 CITROEN_E-C3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Spacious; cute; good value, comfy <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Range read-out is hard to find; motivational interior labels<\/p>\n

THE UGLY:<\/strong><\/span> Motorway efficiency<\/p>\n

NEED TO KNOW: <\/strong>The Citro\u00ebn \u00eb-C3 is a small, cute and surprisingly roomy electric car. It\u2019s a rival to other small EVs including the Renault 5, BYD Dolphin Surf and Hyundai Inster, and you can choose from a couple of different batteries that offer a WLTP range of between 124 and 199 miles. It\u2019s front-wheel drive, and while it only gets 111bhp for a 0-62mph time of 11 seconds, it picks up well around town and is generally a smooth and enjoyable little car. In fact, it feels quite a bit more mature and confident than the BYD Dolphin Surf, and is in another league to the Leapmotor T03 for feeling secure and pleasant. You\u2019ll even feel happy enough on the motorway in the \u00eb-C3 when you\u2019re up to speed, although the real-world range drops very quickly at higher speeds so you\u2019ll only see around 110 miles to a charge even from the bigger-battery \u00eb-C3 if you\u2019re on a steady motorway drive.<\/p>\n

That\u2019s not really what the \u00eb-C3 is about, though, and as a car that\u2019ll mostly be used for shorter hops like the school run and trip to the shops it\u2019s good. Soft ride comfort, a smart interior, decent driving position\u2026 It\u2019s one of the best small EVs at the price, and while the Renault 5 is way more fun and a lot more desirable, the \u00eb-C3 is much more spacious and has its own appeal.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the entry-level \u00eb-C3 with the bigger battery, for the best balance of value, range and comfort. Every model gets little tags sewn into the doors that say things like \u2018Be Happy\u2019, which is kind of cute for the first few days, but will likely make you yearn for a pair of scissors when you\u2019re staring at it while tired and stressed in a rainy traffic jam<\/p>\n

KEY DATA:<\/strong> Range 199 miles; efficiency 4.5 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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47 Alpine A290<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/47-ALPINE-A290.jpg” title_text=”47 ALPINE A290″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Brilliant fun; looks like a tiny rally car <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not as practical as the 600e; no cupholders<\/p>\n

THE UGLY:<\/strong><\/span> Real-world range can be limiting<\/p>\n

NEED TO KNOW: <\/strong>You know the electric Renault 5, right? Bit of a gamechanger for affordable EVs. Well, the Alpine A290 is more of the same, only faster and more fun. The wider tracks, flared wheelarches, an air dam on the bonnet and the cross-design LEDs that mimic a rally car\u2019s foglamps all look properly special; chunky and purposeful in all the right ways. Thankfully, it backs that up with being fantastic fun, too.<\/p>\n

You can get the Alpine A290 in a few different guises. The entry-level A290 GT and GT Premium get 178bhp for a 0-62mph time of 7.4sec, while the GTS and GT Performance models get 217bhp for a 0-62mph of 6.4sec. It\u2019s not that rapid, then, but that\u2019s fine because it\u2019s scrappy and agile, and just great fun to drive. It\u2019ll even give you a dab of lift-off oversteer, if you want. And while the straight-line pace is perhaps a bit short on emotive engagement, despite the option of two soundtracks, the fact that you can enjoy the Alpine\u2019s mobile but unintimidating chassis at normal road speeds is just a joy.<\/p>\n

Sure, you\u2019re getting more practicality and pace with the Abarth 600e than you do with the Alpine A290, but for sheer \u2018want one\u2019 factor, and outright handling tactility and fizz, the Alpine definitely wins.<\/p>\n

THE ONE TO BUY:<\/strong> The A290 GT Performance is the best balance of equipment, performance and cost, so that\u2019s the one we\u2019d go for<\/p>\n

KEY DATA:<\/strong> Range 226 miles; efficiency 3.8 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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46 31 BMW iX1: best mid-size SUV<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/31-BMW-iX1-b.jpg” title_text=”31 BMW iX1 b” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Engaging to drive, just like the X1 it\u2019s paired with<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Current BMW cabin thinking is a step back over the previous generation; just give us proper iDrive, please<\/p>\n

THE UGLY:<\/strong><\/span> This replaced the i3 \u2013 pioneering, ingenious but pricey to build<\/p>\n

NEED TO KNOW: <\/strong>The X1 is an oddly under-rated member of the BMW line-up, and the iX1 is its all-electric sibling. It has all the virtues \u2013 good package, very good chassis, lively-enough performance \u2013 and the extra benefit of being all electric. So it\u2019s utterly inoffensive around town, where it just gets on with smoothly and calmly transporting a (small) family around. But unlike many other \u00a350k-ish electric SUVs, it really enjoys being driven with a bit more brio when you\u2019re out of town and don\u2019t have young kids in the back.<\/p>\n

The ride is a bit firm for some tastes, but to us that seems like the right choice to make if the alternative is more bodyroll and wallowing. This is a premium car for enthusiasts, albeit enthusiasts currently prioritising their families. It\u2019s easy to talk yourself out of the iX1 by over-thinking it. Okay, it replaced the clever i3 in the range, but you can\u2019t really blame BMW for wanting to make a profit on a mainstream, potentially big-selling car. And okay, the infotainment, drive modes etc are all a bit too clever for their own good, and can seem like a step backwards from the previous-generation X1. But the reality is you get used to it. The less-powerful, single-motor versions are fine, but the xDrive30 is just that bit livelier. The iX1 is greater than the sum of its parts, much like a VW Golf.<\/p>\n

THE ONE TO BUY:<\/strong> xDrive30 M Sport is good to drive and decent value<\/p>\n

KEY DATA:<\/strong> Range 259-272 miles; efficiency 3.4-3.7 miles per kWh; max DC charging 29 minutes 10-80%<\/p>\n

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45 MG S5<\/h2>\n

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THE GOOD:<\/strong><\/span> Loads of space; low price; reasonable WLTP range<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Bland to look at; bland to drive; bland interior<\/p>\n

THE UGLY:<\/strong><\/span> It\u2019s certainly no beauty<\/p>\n

NEED TO KNOW: <\/strong>The MG S5 is a car for people who don\u2019t care about cars, but it\u2019ll do a perfectly fine job of keeping you and the kids on the road, and for decent money. You get a choice of two batteries in the MG S5, which manage official WLTP range of 211 or 298 miles respectively, and every S5 is pretty well equipped and has loads of space inside. You\u2019re getting more space \u2013 and more range \u2013 than similarly priced rivals like the Renault 4 and Ford Puma Gen-E.<\/p>\n

As long as you don\u2019t mind a sinfully boring car, the MG S5 is a solid and recommendable family electric SUV. You even get a healthy five-year warranty.<\/p>\n

THE ONE TO BUY:<\/strong> Trophy Long Range is the best pick. Sure, it\u2019s the most expensive, but you get all of the equipment that you could want, slightly faster charging, a decent real-world range of around 250 miles or so, and it all comes at a seriously good price<\/p>\n

KEY DATA:<\/strong> Range 298 miles; efficiency 3.9 miles per kWh; max DC charging 28 minutes 10-80%<\/p>\n

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44 Citro\u00ebn \u00eb-C5 Aircross<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/44-Citroen-e-C5-Aircross.jpg” title_text=”44 Citroen e-C5 Aircross” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Smart cabin; long-range option; great price; big boot<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Sluggish infotainment; others go further to a charge<\/p>\n

THE UGLY:<\/strong><\/span> The old C5 Aircross had three individual middle-row seats and Isofix, but that\u2019s now gone in favour of a normal rear bench<\/p>\n

NEED TO KNOW: <\/strong>The \u00eb-C5 Aircross is Citro\u00ebn\u2019s big, family electric SUV. You can only get it with five seats, sadly. If you want seven seats you\u2019ll have to look at the Peugeot E-5008 instead, which shares the Citroen\u2019s platform and battery options. You\u2019ll pay a lot more for the Peugeot, though; the \u00eb-C5 Aircross is a bargain by the standards of fairly big family SUVs, like this. <\/p>\n

Two battery options give a WLTP range of 322 or 421 miles, and every one of those miles is cushy and relaxed. The \u00eb-C5 Aircross really is a lovely, refined way to make progress. It\u2019s not terribly quick, and the steering is a bit too light in Comfort mode and is short on feedback regardless of which mode you choose, but this isn\u2019t a car that you want to drive in a spirited fashion, anyway.<\/p>\n

There\u2019s also a new infotainment system in the \u00eb-C5, which is a big improvement over previous Citro\u00ebn infotainment systems; it uses a huge portrait touchscreen, complete with big icons and fairly straightforward menu layouts. It\u2019s a bit slow to respond to your prod sometimes, but it has all the functionality that you want. Spacious rear seats and an impressive 651-litre boot makes this a really decent family car.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019d go for the \u00eb-C5 Long Range in top-sec Plus trim, which adds a reversing camera and keyless entry among a few other useful standard features<\/p>\n

KEY DATA:<\/strong> Range 421 miles; efficiency 3.9 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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43 Skoda Elroq<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/40-Skoda-Elroq.jpg” title_text=”40 Skoda Elroq” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Roomy; good interior quality; fun to drive<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not as cheap as you might suppose<\/p>\n

THE UGLY:<\/strong><\/span> The new family look debuts here, unspectacularly<\/p>\n

NEED TO KNOW: <\/strong>Like an Enyaq, but smaller \u2013 which is very good news for those of us who have noted how impressed everyone is by the Enyaq, but who have no need for its cavernous space. It sits on the VW Group’s ubitquitous MEB platform, but is the smallest VW Group EV so far.<\/p>\n

There’s a choice of three powertrains for now, all rear-wheel drive. If you want the most range and power, go for the Edition 85. Packing a big 77kWh battery and electric motor with 282bhp and 402lb ft of torque, it\u2019s quicker than most of its rivals with a 6.6-second 62mph sprint time. The 360-mile range is also the longest of any electric Skoda, if just behind the 375-mile figure of a Kia EV3.<\/p>\n

THE ONE TO BUY:<\/strong> The range starts at \u00a331,500, but you can end up spending quite a bit more in search of the bigger battery and more kit. If money isn’t your main concern, go for the top model, the Edition 85<\/p>\n

KEY DATA:<\/strong> Range 360 miles; efficiency 3.8-4.1 miles per kWh; max DC charging 28 minutes 0-80%<\/p>\n

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42 Kia PV5<\/h2>\n

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THE GOOD:<\/strong><\/span> Great value; comfortable cabin; enjoyable to drive<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Some rivals have more useful space<\/p>\n

THE UGLY:<\/strong><\/span> We have to wait for the camper version<\/p>\n

NEED TO KNOW: <\/strong>Kia has entered the van market for the first time, in some style. The electric PV5 is an eye-catching and modern van that’s also genuinely useful \u2013 a bit like the VW ID. Buzz Cargo. It will be available with two batteries, two trim levels, two lengths, two heights, a passenger version, and various other spin-offs.<\/p>\n

For all its fresh style and modern tech, it’s very much a van, so don’t expect wonders in terms of performance. And as a van, this first version isn’t the hugest, and access to the load area isn’t without its head-bashing, knuckle-grazing challenges.<\/p>\n

THE ONE TO BUY:<\/strong> Go Long Range and keep the trim simple<\/p>\n

KEY DATA:<\/strong> Range 258 miles; efficiency 3.5 miles per kWh (est); max DC charging 30 minutes 10-80% (est)<\/p>\n

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41 Genesis GV60<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/17-Genesis-GV60.jpg” title_text=”17 Genesis GV60″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Loads of kit; plush cockpit; handles neatly; drift mode is standard<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Silly \u2018Face Connect\u2019 security tech; Fisher-Price interior design details<\/p>\n

THE UGLY:<\/strong><\/span> The nagging feeling that you should have just bought an EV6 for less instead<\/p>\n

NEED TO KNOW:<\/strong> The plushest and glitziest sibling to the Kia EV6 and Hyundai Ioniq 5. Shares almost all the same tech but throws in a few unnecessary extras, like unlocking the car with your face. Still drives well and manages a big range, but spec it carefully.<\/p>\n

THE ONE TO BUY:<\/strong> The base RWD Premium is already loaded with toys for \u00a354,105<\/p>\n

KEY DATA:<\/strong> Range 321 miles; efficiency 3.7 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

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40 Audi A6 e-Tron<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/40-Audi-A6-e-Tron.jpg” title_text=”40 Audi A6 e-Tron” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Long range; sportback or estate body; infotainment<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Odd styling: boot isn\u2019t as big as you might think<\/p>\n

THE UGLY:<\/strong><\/span> All-wheel drive is only on expensive, high-performance models<\/p>\n

NEED TO KNOW: <\/strong>The Audi A6 e-Tron is the saloon or estate equivalent to the Audi Q6 e-Tron: it gets the same platform, infotainment and tech, and is offered with the same choice of 75.8 or 94.9kWh battery, and because it\u2019s more aerodynamic it\u2019ll cover an impressive WLTP range of up to 463 miles (or a bit less if you go for the estate).<\/p>\n

It\u2019s a lot nicer to drive than the Q6 electric SUV, though, which just goes to prove that estates and saloons still have something going for them. That lower centre of gravity still makes for tauter handling and we were surprised by how much more natural and enjoyable the A6 is to drive than its SUV equivalent. The S6 is rapid and quite fun, too, although we\u2019d settle for the standard A6 quattro, which is vastly cheaper than the S6 but still gets a 0-62mph time of 4.5 seconds, so is hardly slow. Having said that, the BMW i5 is a bit sharper to drive than any A6 e-Tron, and has a smarter cabin, too; the Audi\u2019s interior feels a tiny bit plasticky and chintzy. Mind you, the huge screens, impressive infotainment and ultra-rapid charging leave you in no doubt that you\u2019re still in a premium car.<\/p>\n

You can choose between the sleek, hatchback A6 Sportback body shape, or the slightly boxier A6 Avant estate. Both have boots that will be more than good enough for the average family, but you get more luggage space in alternatives like the VW ID. 7 and ID. 7 Tourer.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019d go for the A6 e-Tron Avant with the smaller battery, because we just love a big estate. Stick with the Sport for the best value and range, and add a few choice extras. It\u2019s a shame that all-wheel drive is only offered on the performance model, as it\u2019d be good to be able to add it to the everyday models \u2013 as you can with the Q4 e-Tron<\/p>\n

KEY DATA:<\/strong> Range 361 miles; efficiency 4.2 miles per kWh; max DC charging 21 minutes 10-80%<\/p>\n

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39 BMW iX<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/29-BMW-iX.jpg” title_text=”29 BMW iX” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Glorious interior and even more glorious to drive<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> The best version is the most expensive version<\/p>\n

THE UGLY:<\/strong><\/span> Considerably better to look at on the inside than the outside<\/p>\n

NEED TO KNOW: <\/strong>Most electric BMWs currently available share their fundamentals with combustion-engined cars. In some cases the EV gubbins has been squeezed into a pre-existing model; in others, the two have been designed together. But the iX is a standalone electric-only model that is not linked to anything else. That\u2019s the same idea that gave us the revered i3 supermini, although that\u2019s not a happy precedent as the i3 was binned for being too expensive to produce. Let\u2019s hope the iX has a happier fate, because it really is very good.<\/p>\n

It looks a bit like the XM, the big hybrid SUV that nobody likes very much and which costs a quite outrageous sum. But the iX is everything the XM is not: brilliant handling, with a responsive and quick powertrain, and the most wonderful, airy interior, including some very fancy touches but fundamentally simple and straightforward to operate. The iX takes full advantage of its EV-only status by being very spacious for its size, as it doesn\u2019t need to leave room for engine and transmission hardware. The xDrive40\u2019s range and performance are a little disappointing, but the xDrive50 is a very fine package. If, however, you can stretch to the full-on M60, you\u2019ll be glad you did. It just works tremendously well, and is a joy to drive while simultaneously being both delightful and practical for passengers. The M60 might be excess all areas but we\u2019re very glad it \u2013 and the iX as a whole \u2013 exists.<\/p>\n

THE ONE TO BUY:<\/strong> Our pick is the flagship M60, if you can afford \u00a3125k<\/p>\n

KEY DATA:<\/strong> Range 348 miles; efficiency 2.8 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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38 Kia EV4<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/38-Kia-EV4.jpg” title_text=”38 Kia EV4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Comfortable; well built; good range and efficiency<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Some versions are costly<\/p>\n

THE UGLY:<\/strong><\/span> A choice of body styles, both of them ungainly compared to other Kia EVs<\/p>\n

NEED TO KNOW: <\/strong>Like various other Kia, Hyundai and Genesis EVs, the new EV4 is built on the Hyundai group’s E-GMP underpinnings, but it uses 400 volts rather than the 800 volts of the bigger cars. It’s available with one electric motor, but a choice of battery sizes.<\/p>\n

The cabin feels modern and well built, and is easy to operate, for the most part. The whole package is very agreeable and won’t let you down or make you regret going electric.<\/p>\n

THE ONE TO BUY:<\/strong> Basic spec, called air, comes on smaller wheels and rides better, so get that in conjunction with the big battery<\/p>\n

KEY DATA:<\/strong> Range 391 miles; efficiency 4.7-4.8 miles per kWh; max DC charging 31 minutes 10-80%<\/p>\n

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37 MG IM6<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/37-MG-IM6.jpg” title_text=”37 MG IM6″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Rapid; technologically advanced<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Ride quality has room for improvement, as do the steering and brakes<\/p>\n

THE UGLY:<\/strong><\/span> Needs a bit of Kia interior magic<\/p>\n

NEED TO KNOW: <\/strong>Like the IM5 hatchback, ranked separately, the IM6 SUV is an ambitiously upmarket new EV from MG. Think of it as a rival \u2013 and a largely successful one \u2013 to the BYD Sealion and Tesla Model Y.<\/p>\n

It has a 100kWh battery and 800-volt architecture: a big battery that can be recharged quickly. There’s an all-wheel-drive Performance version and a rear-wheel-drive Long Range alternative, which itself is no slouch. The powertrain is better than the chassis, which doesn’t excel when it comes to steering, ride or braking.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the rear-wheel-drive, big-battery IM6 Long Range, which focuses on decent range and performance you can actually use<\/p>\n

KEY DATA:<\/strong> Range 441 miles; efficiency 3.4 miles per kWh; max DC charging 17 minutes 10-80%<\/p>\n

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36 MG 4<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/27-MG-4.jpg” title_text=”27 MG 4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> One of the best all-round EVs at any price<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Small and fiddly touchscreen<\/p>\n

THE UGLY:<\/strong><\/span> Chinese imports existentially threaten Europe\u2019s car makers<\/p>\n

NEED TO KNOW: <\/strong>The MG 4 was a revelation when we first drove it in summer 2022, and it\u2019s still among the best compact electric hatchbacks. Keenly priced, too. But it\u2019s the dynamic performance that elevates the 4, thanks to a sweetly set-up rear-wheel-drive chassis.<\/p>\n

Go for a Long Range SE version, with a bigger battery and punchier motor. The SE\u2019s wheels span just 17 inches and the suspension is soft, which makes for a comfortable ride and a quiet motorway cruiser too. The steering is nicely weighted and gives decent feedback, and the motor sends 201bhp to the rear wheels, sufficient boost for a bit of playful slip and 0-62mph in a spritely 7.7sec. The 4 is efficient too: when we took nine EVs on a brutal winter range test, only the MG and Tesla Model Y managed to top 3.0 miles per kWh. The cockpit is spacious enough but the touchscreen\u2019s icons are too small and it\u2019s a bit laggy too.<\/p>\n

There\u2019s also a go-faster XPower flagship, with 429bhp and all-wheel drive. But aside from its rapid acceleration, it\u2019s as one-dimensional to drive as its cosmetic upgrades are understated.<\/p>\n

THE ONE TO BUY:<\/strong> SE Long Range unlocks 61.7kWh battery but keeps price just under \u00a330k<\/p>\n

KEY DATA:<\/strong> Range 281 miles; efficiency 3.8 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

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35 Nissan Leaf<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/35-Nissan-Leaf.jpg” title_text=”35 Nissan Leaf” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Efficiency; improved infotainment; built in the UK<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Tight rear headroom; there\u2019s little for enthusiast drivers; rivals have bigger boots<\/p>\n

THE UGLY:<\/strong><\/span> Other family EVs are more practical<\/p>\n

NEED TO KNOW: <\/strong>The all-new, third-generation Nissan Leaf sits on a modified version of the CMF-EV platform used by the Nissan Ariya and Renault Megane. It gets the option of two NMC batteries with capacities of 52kWh or 75kWh, but it says a lot for the Leaf\u2019s impressive aerodynamic and powertrain efficiency that it manages WLTP range of 271 and 386 miles respectively \u2013 giving it better official efficiency than the Kia EV3 or Skoda Elroq.<\/p>\n

It also looks\u2026 kind of cool? A bit SUV-ish from the front, maybe, but the back of the Leaf is all about the aerodynamics, has some great retro-inspired 3D LED light signatures and a ducktail spoiler, giving it an appealingly modern yet slightly ’90s-inspired look. It\u2019s tidy to drive, too, and there\u2019s some great tech in the interior including user-friendly infotainment and \u2013 in high-spec cars \u2013 a speaker in the driver\u2019s headrest that announces nav guidance.<\/p>\n

The big problem is that headroom in the back seats is a touch restricted, and the boot isn\u2019t as big as in some rivals. So, while it\u2019s a likeable and very environmentally-friendly choice (given the efficiency and UK-based production) there are more practical options.<\/p>\n

THE ONE TO BUY:<\/strong> The Leaf is good value and well equipped. Don\u2019t discount the smaller battery if it\u2019ll fit your lifestyle, but we\u2019d favour the long-range car for ease of use and better residual values<\/p>\n

KEY DATA:<\/strong> Range 386 miles; efficiency 4.5 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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34 BMW i5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/26-BMW-i5-a.jpg” title_text=”26 BMW i5 a” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Taut chassis; great interior; agreeable range and performance<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Tower-block proportions; not as playful as previous 5-series<\/p>\n

THE UGLY:<\/strong><\/span> It\u2019s a non-M 5-series that can cost over \u00a3100k<\/p>\n

NEED TO KNOW: <\/strong>Mercedes is yet to smash it with big electric saloons but BMW appears to have cracked the formula. The i5 sits alongside pure petrol and plug-in hybrid versions of the 5-series but doesn\u2019t at all feel like an awkward exercise in shoehorning \u2013 it impresses in all the ways the Mercs disappoint.<\/p>\n

Both entry-level eDrive40 and top-spec M60 are great to drive: tied down, responsive and purposeful, with a gourmand\u2019s taste for B-road bends. It\u2019s not exactly playful, size and weight besting physics in this instance, but immensely satisfying to drive, especially if you\u2019ve stepped out of the wobbly EQE.<\/p>\n

The interior borrows a huge amount from the i7\/7-series \u2013 the good (great seats, a physical infotainment controller, fantastic build quality) and the bad (touchscreen everything else, inexplicable crystal) and cements the 5\u2019s place as more of a replacement for the now departed short-wheelbase 7-series. The estate version is a brilliant additon to the line-up.<\/p>\n

That positioning helps it justify the price; 25 per cent more than a base i4, and after adding a couple of choice options to the top-spec M60 you\u2019ll be knocking on the door of \u00a3100k. It\u2019s good, then, that the rear-driven eDrive40 is the sweeter and more pragmatic choice while still being more than quick enough. You can go faster and further for less, but after driving the i5 you probably won\u2019t want to.<\/p>\n

THE ONE TO BUY:<\/strong> Rear-driven eDrive40 is a cracker<\/p>\n

KEY DATA:<\/strong> Range 357 miles; efficiency 3.9 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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33 VW ID. 3<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/25-VW-ID.-3.jpg” title_text=”The new Volkswagen ID.3″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Well engineered beneath the skin<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Pricier than several key rivals<\/p>\n

THE UGLY:<\/strong><\/span> Interface has been improved, but not enough<\/p>\n

NEED TO KNOW: <\/strong>Despite a few annoying quirks, the ID. 3 is a highly recommendable EV hatch. Base 58kWh models are good for over 200 miles without breaking a sweat, while the 77kWh model achieved very nearly 300 miles of range in our testing. If we\u2019d have avoided the motorway a bit more, it\u2019d have done 300-plus with ease.<\/p>\n

Stick to the 58kWh unless you really need the extra range. Its lighter weight helps the ride and handling, while all versions have a polish that\u2019s missing from theoretically similar cars like the BYD Dolphin. That\u2019s both in terms of the driving experience and overall feel of the car inside and out.<\/p>\n

Recent revisions gave a welcome lift in interior quality, so the ID. 3 feels more like it\u2019s worth its asking price, while it\u2019s just as practical as ever. A good all-round electric car.<\/p>\n

THE ONE TO BUY:<\/strong> Stick to the 58kWh model for better ride and handling plus five seats. Chunkier 77kWh models only seat four, but will do 300 miles on a charge in the real world<\/p>\n

KEY DATA:<\/strong> Range 269 miles; efficiency 4.36 miles per kWh; max DC charging 32 minutes 10-80%<\/p>\n

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32 MG IM5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/32-MG-IM5.jpg” title_text=”32 MG IM5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Insane performance; tech extravaganza; lots of car for the money<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Odd steering; brakes could be more robust<\/p>\n

THE UGLY:<\/strong><\/span> The interior materials are fine, but the swoopy design is all a bit ’90s<\/p>\n

NEED TO KNOW: <\/strong>The MG IM5 is a new car \u2013 and sort of a new brand. IM is a separate brand in China, but it\u2019s owned by SAIC, the same company that owns MG. With MG aiming to go more upmarket and more hi-tech, it made sense to use the more upmarket cars that IM already produces. And so here we are with the IM5; a Tesla Model 3 rival, but actually a bit bigger so also treading on the toes of the VW ID. 7.<\/p>\n

The MG IM5 range starts off with the 75kWh LFP battery and a 400-volt system with 158kW charging and a range of 304 miles. Then there\u2019s a 96.5kWh car with an 800-volt system for DC rapid charging of nearly 400kW, which you can have with rear-wheel drive in the IM5 Long Range, which gets a 441-mile WLTP range, or with all-wheel drive in the IM5 Performance, which gets an incongruous amount of power for a WLTP range of 357 miles.<\/p>\n

The Performance really is a frothing lunatic in terms of its sheer straight-line pace. It\u2019ll do 0-62mph in 3.2 seconds, yet peculiarly it\u2019s never a car that you really want to drive quickly \u2013 and if you do, the braking performance doesn\u2019t feel good enough for a car that can carry speed like this. The ride is okay at higher speeds, though, and the cabin is roomy and full of tech and standard features.<\/p>\n

THE ONE TO BUY:<\/strong> The rear-wheel-drive, big-battery IM5 Long Range is the sweet spot: a good price, masses of range and tech, and not unnecessarily overpowered<\/p>\n

KEY DATA:<\/strong> Range 441 miles; efficiency 3.5 miles per kWh; max DC charging 15 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

31 Cupra Born<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/41-Cupra-Born.jpg” title_text=”41 Cupra Born” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Like a VW ID. 3 but with sportier steering and chassis settings, and nicer interior too, especially on the range-topping VZ variants<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not great value, and not all that different from the VW<\/p>\n

THE UGLY:<\/strong><\/span> Too much of the infotainment shares VW\u2019s over-reliance on fiddly touchpad controls<\/p>\n

NEED TO KNOW:<\/strong> If the problem with the VW ID. 3 is that it looks a bit anodyne, has a bland interior, is short of driver engagement and has terrible infotainment, the Born from sister brand Cupra fixes three out of the four. Unfortunately the infotainment remains very annoying, and those improvements come at a price, particularly to ride quality.<\/p>\n

THE ONE TO BUY:<\/strong> Best compromise is big-battery (77kWh) in V2 spec<\/p>\n

KEY DATA:<\/strong> Range 307-342 miles; efficiency 3.5-4.0 miles per kWh; max DC charging 30 minutes 5-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

30 Smart #5<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/30-Smart-5.jpg” title_text=”30 Smart #5″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Roomy and classy interior; quick; comfortable ride<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not very efficient; not the sharpest handling<\/p>\n

THE UGLY:<\/strong><\/span> Smart was a good idea. This is a good car\u2026 but it’s not a Smart<\/p>\n

NEED TO KNOW:<\/strong> The biggest car to ever wear the Smart badge, the Chinese-made #5 is a roomy, sophisticated electric crossover. It’s available in various forms, with different battery sizes, two or four driven wheels and various levels of trim \u2013 Pro, Pro+, Pulse, Premium and Summit, and a wild high-performance Brabus.<\/p>\n

THE ONE TO BUY:<\/strong> Pro+ is the best mix of price, equipment and performance<\/p>\n

KEY DATA:<\/strong> Range 366 miles; efficiency 3.4 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

29 Lucid Air<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/24-Lucid-Air.jpg” title_text=”24 Lucid Air” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Space efficiency; energy efficiency; rock-solid build quality; driving dynamics<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Expensive, and for now only left-hand drive<\/p>\n

THE UGLY:<\/strong><\/span> Why aren’t all EVs this efficient?<\/p>\n

NEED TO KNOW: <\/strong>The arrival of Lucid in Europe coincides with the new \u2018decontented\u2019 two-wheel-drive Pure version; it shrinks the battery capacity down to 88kWh, drops the second motor and culls the price to a more attractive \u20ac85,000.<\/p>\n

The Air is the same length as the Tesla Model S but narrower, and it’s as roomy as a Mercedes S-Class. There’s a choice of four battery sizes, and rear- or all-wheel drive.<\/p>\n

The ride is smooth, the cornering superb and the pace quite remarkable \u2013 yet you’re always in a bubble of refined, sophisticated calm. It’s a quite remarkable car.<\/p>\n

THE ONE TO BUY:<\/strong> Pure is plenty<\/p>\n

KEY DATA:<\/strong> Range 400 miles (est); efficiency 5.0 miles per kWh (claimed); max DC charging 25 minutes 10-80% (est)<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

28 Maserati GranTurismo\/GranCabrio Folgore<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/38-Maserati-GranTurismo-Folgore.jpg” title_text=”38 Maserati GranTurismo Folgore” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Stunning looks; lovely to drive <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> The price; the range<\/p>\n

THE UGLY:<\/strong><\/span> The depreciation<\/p>\n

NEED TO KNOW: <\/strong>The Maserati GranTurismo is a classically beautiful sports coupe (or convertible if you go for the GranCabrio), with the kind of timeless design that manages to be understated yet also unmistakably expensive. It\u2019s also available with a fully electric powertrain, when it\u2019s called the Folgore and gets a huge 751bhp courtesy of three electric motors \u2013 good for 0-62mph in 2.8 seconds. That\u2019s getting on for supercar pace, of course, despite this being very much a GT car. The clue is in the name, and also in the way this big 2+2 super-GT drives. For a car weighing around 2.3 tonnes, it holds itself remarkably well through direction changes, delivers enough tactility and communication to be reassuring yet fun, and is rather sublime to drive. Perfect for tooling around the Riviera, but also surpisingly agile and capable on a damp British country road.<\/p>\n

However, while the sumptuous drive and styling live up to expectations, the 83kWh battery only manages to deliver a WLTP range of 280 miles. Even the usefully rapid 270kW DC charging isn\u2019t going to make up for a six-figure sports car that you have to stop and charge every 200 miles or so. Apart from anything else, it\u2019ll give you more time to think about the depreciation.<\/p>\n

THE ONE TO BUY:<\/strong> If you\u2019re going to buy an electric Maserati super-GT, you may as well buy one with a folding fabric roof and opt for the GranCabrio Folgore, for the full, smug Continental luxury GT experience. If your kids are small they might even be able to fold themselves into the back seats for short trips<\/p>\n

KEY DATA:<\/strong> Range 279 miles; efficiency 2.68 miles per kWh; max DC charging 19 minutes 10-80%<\/p>\n

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27 VW ID. 7: best estate car<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/22-VW-ID.-7-b.jpg” title_text=”22 VW ID. 7 b” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Huge boot, long range, wafty ride<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Heat pump costs extra<\/p>\n

THE UGLY:<\/strong><\/span> Still some irritations with the touchscreen<\/p>\n

NEED TO KNOW:<\/strong> We\u2019ve all made a lot of fuss and fanfare about the Buzz, with its retro styling and joyful vibes but, d\u2019you know what? The ID. 7 is the better car. For a start, it\u2019s efficient. Even in real-world use, the slippery shape means that it makes economic use of the energy lurking in its 77 or 86kWh batteries, so that even the chunkier ID. 7 Tourer manages a very decent 373 miles of official range. Sure, the bigger battery ekes that out to a 424-mile WLTP figure, but rapid charging of 200kW means that the longer range isn\u2019t so necessary anyway. More than that, it\u2019s a wafty delight to live with \u2013 whisper quiet, seriously comfy and absolutely massive inside. And it\u2019s not an SUV. Good news all round.<\/p>\n

THE ONE TO BUY:<\/strong> Stick with the basic Pro Match model; it\u2019s even got massage seats, so it\u2019s not really that basic. Add the interior pack for Harman Kardon audio and upgraded upholstery and seat adjustment<\/p>\n

KEY DATA:<\/strong> Range 373 miles; efficiency 4.4 miles per kWh; max DC charging 26 minutes 10-80%<\/p>\n

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26 Kia EV9<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/26-Kia-EV9.jpg” title_text=”26 Kia EV9″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Sharp looks; huge interior; long warranty<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> An Ioniq 9 goes further; some cheaper-feeling materials inside<\/p>\n

THE UGLY:<\/strong><\/span> Never mind the Ioniq 9; a Peugeot 5008 goes further for less\u2026<\/p>\n

NEED TO KNOW: <\/strong>Kia is on a roll with its EVs, and its halo car \u2013 the seven-seat EV9 \u2013 is a perfect example of why. Sure, sister brand Hyundai has squeezed an even bigger battery into the Ioniq 9 for a longer range, which makes the Ioniq 9 our choice over the Kia. But the EV9 arguably has sharper looks, as well as the longer seven-year warranty. It\u2019s also huge inside, with classy enough materials that it feels luxurious enough to (just about) justify the price. You\u2019ll get seven adults in there, and it feels huge and comfortable. Performance is fast enough regardless of which variant you go for, and you can have rear-wheel drive or all-wheel drive if you wish. Ride comfort is remarkably good given that the big Kia doesn\u2019t get air suspension, but the standard springs make it feel just as cosseting.<\/p>\n

A range of up to 350 miles and ultra-rapid 800-volt charging also means that long journeys are easy \u2013 even if the real-world range will be more like 250 to 300 miles.<\/p>\n

THE ONE TO BUY:<\/strong> Don\u2019t discount the single-motor EV9 Air. It\u2019s a smart and confident car, and the best-value model in the EV9 range. But we\u2019d go for the better-equipped GT-Line AWD, as the extra punch to the performance and the all-wheel-drive assuredness are ideally suited to Kia\u2019s big electric seven-seater<\/p>\n

KEY DATA:<\/strong> Range 318 miles; efficiency 3.1 miles per kWh; max DC charging 24 minutes 10-80%<\/p>\n

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25 BMW i7: best large saloon<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/20-BMW-i7.jpg” title_text=”20 BMW i7″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Removing engine noise makes a luxurious limo even more so<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Cabin equipment seems to prioritise passengers over the driver; size and weight can make parking and manoeuvring difficult<\/p>\n

THE UGLY:<\/strong><\/span> We can be quite literal here. Get a dark colour else that face will be burn your retinas<\/p>\n

NEED TO KNOW:<\/strong> A face only a Predator mother could love hides a very good luxury EV \u2013 there\u2019s enough space to keep the longest-legged of CEOs happy and enough pace to whisk them between meetings. Don\u2019t bother with the hugely powerful M70 as it\u2019s not worth the additional \u00a340k.<\/p>\n

THE ONE TO BUY:<\/strong> xDrive60 has more than enough power; M Sport looks slightly less tragic than base spec<\/p>\n

KEY DATA:<\/strong> Range 384 miles; efficiency 3.3 miles per kWh; max DC charging 34 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

24 Mercedes G580: best off-roader<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/13-Mercedes-G580-a.jpg” title_text=”Die neue G-Klasse Testdrive, S\u00fcdfrankreich 2024 \/\/ The new G-Class Test drive, Southern France 2024″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Remarkably capable and enjoyable on- and off-roader<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It can’t perform miracles when the weight\/aero challenge is so steep, leaving it with a poor efficiency figure<\/p>\n

THE UGLY:<\/strong><\/span> \u00a3180,860 in the UK, and similarly giddy in other markets<\/p>\n

NEED TO KNOW: <\/strong>Merc knew what it was doing when it decided to call its electric G-Class not the EQG but G580, aligning it not with other EQs (general view: they’re okay) but with other G-Wagens (general view: they’re great). Like the rest of the revised G line-up, it’s expensive and not all that roomy, but it is well equipped. And like them, it’s very good.<\/p>\n

That includes off-road as well as on. It weighs 3085kg, so it must be leaving quite a dent in the countryside, but it feels like it’s floating. With four electric motors, a two-speed transmission and all-wheel drive, and suspension as close as the engineers could make it to the rest of the line-up, it’s very much at home in deep ruts, up steep slopes, on sand, mud, anything. There are many mode settings, but the fundamental rightness of the chassis, and the get-you-out-of-anything 859lb ft of torque, make it way overqualified for pretty much anything this side of a round-the-world expedition.<\/p>\n

And it can spin within its own length, which is nice.<\/p>\n

THE ONE TO BUY:<\/strong> There’s just the one electric version of the G-Class, strictly speaking the G580 with EQ Technology Edition One. It comes with\u2026 everything<\/p>\n

KEY DATA:<\/strong> Range 283 miles; efficiency 2.5 miles per kWh; max DC charging 32 minutes 10-80%<\/p>\n

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23 Renault Megane E-Tech<\/h2>\n

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THE GOOD:<\/strong><\/span> Spacious cabin with some clever use of materials; good ride quality<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not that quick; awkwardly shaped boot<\/p>\n

THE UGLY:<\/strong><\/span> Only top two trims get a heat pump<\/p>\n

NEED TO KNOW:<\/strong> The Megane E-Tech may not have very much to do with any previous Megane \u2013 a long and varied line of humdrum to wildly sporty hatchbacks \u2013 but this all-electric crossover does have a lot to do with Renault\u2019s decades-long tradition of making keenly priced cars that are just that little bit quirkier, cooler and better to drive than they need to be.<\/p>\n

THE ONE TO BUY:<\/strong> Entry-level Equilibre; only one powertrain available<\/p>\n

KEY DATA:<\/strong> Range 280 miles; efficiency 3.9 miles per kWh; max DC charging 30 minutes 15-80%<\/p>\n

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22 Lotus Emeya<\/h2>\n

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THE GOOD:<\/strong><\/span> Sumptuous interior, comfortable and vivid to drive <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Easy to get carried away with options<\/p>\n

THE UGLY:<\/strong><\/span> There is something of a Hallowe’en pumpkin about the Emeya\u2019s frowning face\u2026<\/p>\n

NEED TO KNOW: <\/strong>The Emeya is Lotus\u2019s big, comfy saloon. It\u2019s over 5.1 metres long, which makes it quite a bit chunkier even than a BMW i5, but of course it\u2019s also a Lotus and that comes with serious expectations even of a luxury electric tourer, like this.<\/p>\n

Thankfully, it lives up to them. The Emeya 900 gets an unholy 900bhp, but the entry-level Emeya 600 is the real gem. With 603bhp and a 4.0sec 0-62mph, that’s enough performance for us in 2.5 tonnes of nearly-a-limo, and it\u2019s more the linear deployment of that power, the oily slickness of the steering response and the beautifully controlled air suspension that make the Emeya feel worthy of the Lotus badge. It really is a joy to drive, and while the Porsche Taycan still has the upper hand for purist handling effervescence, the Lotus is a sumptuous delight whether you\u2019re on your way to the board room, or your next PB lap time.<\/p>\n

THE ONE TO BUY:<\/strong> Anything but the 900<\/p>\n

KEY DATA:<\/strong> Range 379 miles; efficiency 3.5 miles per kWh; max DC charging 20 minutes 10-80%<\/p>\n

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21 Hyundai Ioniq 6 N<\/h2>\n

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THE GOOD:<\/strong><\/span> Pace; handling; comfort; fake gear changes<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Over-complicated modes and settings<\/p>\n

THE UGLY:<\/strong><\/span> It’s an eye-catching design, but not in a good way<\/p>\n

NEED TO KNOW: <\/strong>The Ioniq 6 N is more than the sum of its parts. It’s essentially a hot version of the Ioniq 6, in the same way that the Ioniq 5 N is a hot version of the Ioniq 5, but in the couple of years since the N version of that ungainly big hatchback came out, Hyundai’s performance division has learnt a few things about how to make a fast EV even more engaging and exciting.<\/p>\n

There’s been a lot of work on the aerodynamics, suspension, weight distribution, cooling and much else besides, including the controversial but successful fake gearchanges. There have also been advances in the modes and settings available to the driver \u2013 to the point of overkill, in fact.<\/p>\n

The end result is a car that’s okay as a family saloon, and very good as a high-performance oddity. It feels more mature than the 5 N, for better or worse.<\/p>\n

THE ONE TO BUY:<\/strong> There’s just the one version so far<\/p>\n

KEY DATA:<\/strong> Range 303 miles; efficiency 3.3 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

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20 Skoda Enyaq<\/h2>\n

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THE GOOD:<\/strong><\/span> Posh interior embarrasses equivalent VW; long range; decent dynamics<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Touchscreen-driven; a few bugs; a bit too sensible<\/p>\n

THE UGLY:<\/strong><\/span> Optional illuminated grille is as much \u2018Skoda\u2019 as spinning rims<\/p>\n

NEED TO KNOW:<\/strong> It\u2019s a Volkswagen ID. 4, but bigger, cheaper and with additional clever bits. Pretty much the Skoda template we know and love, then, but in this case it also comes with a far nicer interior (fabric trim and light colour options beat black on black on black any day) and better looks. Though opting for the \u2018Crystal Face\u2019 does diminish the latter point.<\/p>\n

THE ONE TO BUY:<\/strong> Don\u2019t bother with the slinkier but less practical Coupe or the not-a-hot-hatch vRS; 85 Edition has 300+ miles of real-world range for realistic price<\/p>\n

KEY DATA:<\/strong> Range 348 miles; efficiency 4.1 miles per kWh; max DC charging 29 minutes 10-80%<\/p>\n

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19 Porsche Macan Electric<\/h2>\n

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THE GOOD:<\/strong><\/span> One of the best-handling SUVs; interior quality; breadth of powertrains<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Real-world efficiency could be better<\/p>\n

THE UGLY:<\/strong><\/span> The prices on that options list<\/p>\n

NEED TO KNOW: <\/strong>The electric Porsche Macan shares its new PPE platform with the Audi Q6 e-Tron, so you get ultra-rapid 800-volt charging and a powertrain to suit everyone whether you\u2019re happy with the rear-wheel drive and 355bhp of the base Macan, the 630bhp and all-wheel drive in the Turbo \u2013 or any of the in-between variants. We favour the base car; it\u2019s still more than fast enough, and you get the direct, feelsome steering that Porsche manages so much better than Audi with the Q6. A bit less mass and no drive on the front wheels makes the entry-level, rear-wheel-drive Macan the sweeter-handling car, too.<\/p>\n

Regardless of which model you favour, the Porsche\u2019s interior with its frameless driver read-out and simple yet precise design is one of the best in the class. It\u2019s worth adding the air suspension for the best ride comfort, and be careful with the options, as you can get carried away.<\/p>\n

THE ONE TO BUY:<\/strong> The basic rear-wheel-drive Macan with a few select options and some decent winter tyres<\/p>\n

KEY DATA:<\/strong> Range 399 miles; efficiency 3.7 miles per kWh; max DC charging 21 minutes 10-80%<\/p>\n

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18 Rolls-Royce Spectre: best luxury car<\/h2>\n

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THE GOOD:<\/strong><\/span> So refined and responsive that you\u2019ll wonder why other Rolls-Royces still have V12s<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> For such a big car, rear passengers really don\u2019t get the room they might expect<\/p>\n

THE UGLY:<\/strong><\/span> Such a shame that so few people will ever benefit from this brilliant craftsmanship and engineering<\/p>\n

NEED TO KNOW: <\/strong>It\u2019s not difficult to find fault with the general idea of the Rolls-Royce Spectre. A huge, heavy two-door car that costs getting on for half a million pounds is hardly a difficult target. But you\u2019ll find it much harder to find fault with the execution. And that is why this absurd yet glorious coupe from Goodwood is our Best Luxury Car. It\u2019s quiet and sophisticated, but doesn\u2019t seal you off from the outside world; it feels attached to the road, rather than gliding over it like the magic carpet some less sporting luxury cars aim towards. It\u2019s the sort of big, comfortable GT that you\u2019d want to drive across the Alps, just so long as you\u2019ve plotted a route that involves lunch stops and hotels with chargers.<\/p>\n

The cabin is exquisitely finished and a treat for the senses. It\u2019s quite traditional inside, with a version of the BMW iDrive infotainment system lurking behind a well-thought-through array of physical switches and dials. Like combustion-engined Rolls-Royces, this is not a car that asks a lot of the driver \u2013 no need for drive modes or adjustable suspension when you have masses of torque and a well calibrated chassis. We\u2019ve not driven the Spectre back to back with the i7, which shares some of its electronic componentry and know-how, but the Spectre is the one car that outclasses the excellent BMW in a whole bunch of ways that don\u2019t matter.<\/p>\n

THE ONE TO BUY:<\/strong> There\u2019s only one, a 2+2 two-door priced from \u00a3330,000<\/p>\n

KEY DATA:<\/strong> Range 329 miles; efficiency 2.6-2.8 miles per kWh; max DC charging 34 minutes 10-80%<\/p>\n

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17 Hyundai Ioniq 9<\/h2>\n

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THE GOOD:<\/strong><\/span> Luxurious to drive and sit in; long range; spacious seven-seat interior<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not cheap; feels heavy to drive; efficiency<\/p>\n

THE UGLY:<\/strong><\/span> Tight parking spots can be tricky; four-wheel steer would be useful for additional manoeuvrability<\/p>\n

NEED TO KNOW: <\/strong>Imagine what you think an electric, seven-seat Range Rover would feel like \u2013 only with a five-year warranty and half the list price \u2013 and you\u2019re probably not far off what the Hyundai Ioniq 9 is offering. This is a full-sized luxury(ish) SUV that\u2019s got a spacious interior that you can have with a family-friendly seven-seat layout or even an executive six-seat layout if you\u2019re willing to go for the top spec.<\/p>\n

Every Ioniq 9 gets ultra-rapid 800-volt charging, as well as a vast 110.3kWh NMC battery, which gives this heavyweight 5.06-metre long SUV a WLTP range of up to 385 miles, or a bit less if you go for the dual-motor Performance variant that gets an incongruous 5.2sec 0-62mph time. Even if you go for the fast one, it feels heavy. You don\u2019t get air suspension on the Ioniq 9 but the standard springs are surprisingly good at delivering cushy, luxurious ride comfort \u2013 the trade-off being the significant lean that you\u2019ll notice in corners. Even so, it\u2019s still a fine beast to drive and spend time in, and if we have any criticism it\u2019s that we\u2019d like four-wheel steer to help make it more manoeuvrable in a tight spot. Otherwise, the combination of space, finish, equipment and range that you get in the big Hyundai really does make you wonder why you\u2019d pay the extra for an electric Range Rover.<\/p>\n

THE ONE TO BUY:<\/strong> Mid-spec Long Range AWD is the sweet spot. That extra peace of mind in poor weather conditions will be welcome, and the price feels reasonable for what you\u2019re getting<\/p>\n

KEY DATA:<\/strong> Range 376 miles; efficiency 3.1 miles per kWh; max DC charging 24 minutes 10-80%<\/p>\n

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16 Fiat Grande Panda<\/h2>\n

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THE GOOD:<\/strong><\/span> Practical yet compact; retro looks; comfortable and composed<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Questionable real-world range; rear passenger space<\/p>\n

THE UGLY:<\/strong><\/span> It isn\u2019t fast, and can sometimes feel a bit underpowered<\/p>\n

NEED TO KNOW: <\/strong>The Fiat Grande Panda is a boxy delight. An affordable, 4.0-metre long small EV that rivals the Hyundai Inster and Renault 5, with some retro-ish styling, a fun and comfortable interior, and cheerful dynamics. You can get the Grande Panda with a 44kWh battery that\u2019s good for a 199-mile WLTP range, although our experience suggests you\u2019ll only see around 100 miles or so on a motorway journey, while slower and more varied use will see a real-world range of more like 150 miles. That\u2019s lagging behind the range in some rivals, but it\u2019s still enough for most people who\u2019re looking for small, useful EV.<\/p>\n

Given neat details like the springy AC charging cable that\u2019s hidden neatly in the nose of the car, colourful plastic finishes around the cabin and a surprisingly useful boot, it\u2019s easy to see why the Fiat is proving to be a popular car.<\/p>\n

It’s sweet to drive, too. It\u2019s not fast. With 111bhp going to the front wheels, the Grande Panda manages 0-62mph in 11 seconds, which feels absolutely fine around town but a bit wheezy when you try for a rapid merge onto the motorway. But the ride comfort is decent and the steering light but confident enough, so you can have fun while making easy progress.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the Fiat 500e (RED), and pick whichever battery suits your lifestyle. The 42kWh battery with 199-mile range makes sense, especially as it gets a bit more power and usefully faster rapid charging<\/p>\n

KEY DATA:<\/strong> Range 199 miles; efficiency 4.4 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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15 Hyundai Inster<\/h2>\n

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THE GOOD:<\/strong><\/span> Great to drive; versatile interior; cool retro styling<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Shorter range than other small EVs; only four seats<\/p>\n

THE UGLY:<\/strong><\/span> If it were cheaper the Inster would be hard to fault. But it\u2019s not<\/p>\n

NEED TO KNOW: <\/strong>The Hyundai Inster is a super-cute electric city car that measures just over 3.8 metres long, yet has a useful 351-litre boot and two rear seats that \u2013 in the top-spec version, at least \u2013 can slide fore and aft. Even the front passenger seat can be folded flat, so you can use it as a table. It\u2019s a supremely clever and thoughtful little EV, even if it only seats four.
It\u2019s also great fun to drive. Rear-wheel drive, and with enough poke for a 0-62mph time of around 11 seconds (a bit more if you go for the smaller battery Inster 01, or a bit less if you go for the bigger-battery and slightly more powerful Inster 02), it feels light and nimble yet confident enough to be happy even on the motorway.<\/p>\n

Two battery options allow for a WLTP range of either 186 or 223 miles, which is a way off what you can get in some rivals at this price. If we\u2019re looking for criticisms, the dash design is a touch uninspiring and some of the materials in the lighter interior (which is available with an brilliantly retro houndstooth cloth) mark easily.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019d go for the top-spec Inster 02, with the big battery. It has all the comforts and conveniences of a big car, gets a heat pump as standard, and is more than good enough to do bigger journeys in provided you don\u2019t mind making use of the 120kW rapid charging fairly often. You might be surprised by how capable this little car is<\/p>\n

KEY DATA:<\/strong> Range 223 miles; efficiency 4.7 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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14 BMW i4<\/h2>\n

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THE GOOD:<\/strong><\/span> A better steer than the Tesla Model 3<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Pricier and much less efficient<\/p>\n

THE UGLY:<\/strong><\/span> Optional 20-inch wheels knock 50 miles of range from the M50<\/p>\n

NEED TO KNOW:<\/strong> Essentially a battery-powered 4-series Gran Coupe, the BMW i4 is a Tesla Model 3 rival that\u2019s well worth considering. What it lacks in range and efficiency it makes up for in punchy performance, driving dynamics and usability, although for most the Model 3 is the more sensible option.<\/p>\n

THE ONE TO BUY:<\/strong> The 35 could do with a bigger battery and the M50 is pricey and inefficient. We\u2019d go for the eDrive40 for just under \u00a360k<\/p>\n

KEY DATA:<\/strong> Range 365 miles; efficiency 3.9 miles per kWh; max DC charging 31 minutes 10-80%<\/p>\n

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13 Audi e-Tron GT<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/013-Audi-e-Tron-GT.jpg” title_text=”013 Audi e-Tron GT” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Smart looks inside and out; slick to drive<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Taycan is better to drive; others go further to a charge<\/p>\n

THE UGLY:<\/strong><\/span> Steep depreciation<\/p>\n

NEED TO KNOW: <\/strong>The e-Tron GT is Audi\u2019s answer to the Porsche Taycan, so you\u2019re getting a big, low-slung executive GT. WLTP range varies, but since a 2024 facelift the e-Tron GT has been able to do between 360 and 386 miles depending on whether you go for the straightforward GT, the midrange S e-Tron GT or the range-topping RS e-Tron GT or GT Performance, the latter of which is the most powerful roadgoing Audi ever \u2013 complete with an eye-watering 912bhp and a 0-62mph time of 3.4 seconds.<\/p>\n

It’s a very slick car. It doesn\u2019t have the same handling poise as the Taycan, but it\u2019s a fantastic long-range electric car that feels sumptuous and cosseting, while also having much more satisfying handling than any SUV equivalent. The interior is gorgeous, and in many ways you\u2019re getting a lot more car for your money than you are with the Porsche Taycan that shares the e-Tron GT\u2019s platform and powertrains. You\u2019ll get a couple of adults in the back seats, and a set of golf clubs in the boot, so you could even use this as a family car if that helps you justify it.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019d stick with the entry-level e-Tron GT. It gets a very healthy 576bhp, all-wheel drive and a 0-62mph time of 4.0 seconds, not to mention the ultra-rapid charging capability. Plus it\u2019s some \u00a320,000 cheaper than the next level of e-Tron GT, so you can probably afford to be a bit spendy with the optional extras<\/p>\n

KEY DATA:<\/strong> Range 386 miles; efficiency 3.5 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

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12 Hyundai Ioniq 5<\/h2>\n

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THE GOOD:<\/strong><\/span> Great interior ambience, with loads of space and neat details <\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Not the biggest boot considering this is a chunky car<\/p>\n

THE UGLY:<\/strong><\/span> All that bonging and beeping can get annoying<\/p>\n

NEED TO KNOW:<\/strong> The Ioniq 5 is that rare thing: a striking-looking retro-futurist car that sells well. But it\u2019s in fact the interior that\u2019s the greatest achievement: airy, spacious, clad in some lovely fabrics and very occupant-friendly, if slightly given to tech overkill. Dodge the expensive camera mirrors, but opt for the heat pump if you can, and regard the N as a distinct model: actually this is modern, enjoyable family transport, lively but not particularly rapid, and very efficient once you acquire the necessary smoothness.<\/p>\n

THE ONE TO BUY:<\/strong> N (ranked separately) is sensational as a hot hatch, but for the regular Ioniq 5 the entry-level Premium spec but Long Range battery makes most sense<\/p>\n

KEY DATA:<\/strong> Range 295-315 miles; efficiency 3.45 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

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11 Nissan Micra<\/h2>\n

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THE GOOD:<\/strong><\/span> It\u2019s a Renault 5 underneath; cute looks; good value
<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> It\u2019s a Renault 5 underneath; cramped rear seats<\/p>\n

THE UGLY:<\/strong><\/span> A Renault 5 costs the same and is more desirable<\/p>\n

NEED TO KNOW: <\/strong>The Nissan Micra is an icon of affordable motoring, and now in its sixth generation it\u2019s gone all-electric. It’s a reskinned Renault 5 \u2013 which isn\u2019t a bad thing as the Renault 5 is one of the best small cars you can buy, but you may be a touch disappointed if you\u2019re looking for some Nissan originality. Still, externally the Micra\u2019s panels have been changed and the distinctive headlights hark back to the Micra\u2019s heritage, while the interior just gets a retrim and a few Nissan badges. It also gets paddles behind the steering wheel to alter the regen level and trigger one-pedal mode, if you go for midrange Advance trim (now also on the Renault 5). All of that means the Micra is keen to drive, well priced and practical enough for a small family \u2013 albeit with fairly cramped rear seats.<\/p>\n

There\u2019s the choice of two batteries with either 198 or 260 miles of WLTP range, all of which makes this a really great all-round small EV. But it is priced the same as the Renault 5, which I arguably more desirable, so the Micra may struggle to justify itself next to its more glamorous cousin.<\/p>\n

THE ONE TO BUY:<\/strong> The 52kWh Nissan Micra in mid-spec Advance trim is the happiest balance of range, comfort and value<\/p>\n

KEY DATA:<\/strong> Range 260 miles; efficiency 4.1 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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10 Kia EV6: best mid-size hatch<\/h2>\n

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THE GOOD:<\/strong><\/span> Design inside and out; efficient performance; it\u2019s practical and good value<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Kia\u2019s rather long waiting list<\/p>\n

THE UGLY:<\/strong><\/span> The high-powered GT isn\u2019t as good as we wanted it to be<\/p>\n

NEED TO KNOW: <\/strong>It\u2019s not only the best (quite large) mid-size electric hatch, but one of the best EVs you can buy full stop. Kia has nailed it with the EV6, crafting something that\u2019s the right size and has the right range for the right amount of money \u2013 no wonder there continues to be a lengthy waiting list for it.<\/p>\n

It\u2019s a great place to spent time, with one of the most robust, modern and premium-feeling interiors Kia\u2019s ever produced, comfortable seats and plenty of standard technology. Like the Hyundai Ioniq 5 and Genesis GV60, you can even power things or even charge another EV with the EV6\u2019s vehicle-to-load technology.<\/p>\n

Your range starts from about \u00a345k for an entry-level Air model, which brings a good amount of kit and a good range to boot. But if you want a heat pump \u2013 a key bit of additional tech that\u2019ll help your EV6\u2019s battery survive winter a bit better \u2013 you need to step up to GT-Line. There\u2019s also a flagship EV6 GT that\u2019s bristling with performance and aggro looks, but all of that extra shove means a massive price and withering efficiency.<\/p>\n

Go for a more sensible one, though, and you\u2019ll have an electric car that can do around 300 miles on a charge, and is capable of extremely quick charging speeds when you have access to the most potent chargers on the UK network. Overall, Kia\u2019s nailed the brief of providing a smooth, clever, neatly dressed and packaged electric car that doesn\u2019t cost the earth<\/p>\n

THE ONE TO BUY:<\/strong> Sweet spot is the RWD GT-Line with the handy, winter-ready heat pump<\/p>\n

KEY DATA:<\/strong> Range 328 miles; efficiency 3.77 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

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9 Tesla Model 3: best mid-size saloon<\/h2>\n

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THE GOOD:<\/strong><\/span> Constantly refreshed; constantly among the best EVs<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Even fewer conventional controls. Indicators on the steering wheel, anyone?<\/p>\n

THE UGLY:<\/strong><\/span> Panel gaps that\u2019ll swallow Elon\u2019s ego<\/p>\n

NEED TO KNOW: <\/strong>Although the Tesla Model 3 has long been one of the easiest electric cars to recommend, the recent-ish facelift gives us even more reasons to be cheerful. Tweaks to the styling and aero help eke out a bit more range, despite the motors and batteries being unchanged.<\/p>\n

The interior gets reworked with a crisper touchscreen and a greater feeling of quality, although there are even fewer physical controls than before. Main beam and indicators are now controlled by touch-sensitive icons on the steering wheel, with virtually everything else done via the touchscreen or voice. The kids will love the new rear screen, with Netflix, Disney+ and You Tube plumbed in.<\/p>\n

You won\u2019t find Taycan levels of fun and involvement here, although it is good to drive. The suspension has a firm, well-controlled edge that allows the Model 3 to corner quickly and deploy its reserves of power easily, and the steering feels razor sharp.<\/p>\n

For the moment there\u2019s the single-motor version, the Long Range dual-motor and the Performance. <\/p>\n

They don’t just accelerate quickly \u2013 they’re among the fastest cars to charge, too. A sub-30 minute 10-80 per cent time is nothing to be sniffed at, and it\u2019s likely you\u2019ll actually see figures like that. Rather than the patchy public charging network, you\u2019ll be able to use Tesla\u2019s Superchargers which are more abundant and generally faster.<\/p>\n

And the best bit? The range now starts at less than \u00a340k, or \u00a350k if you want the dual-motor. Brilliant value.<\/p>\n

THE ONE TO BUY:<\/strong> Entry-level single-motor less than \u00a340k, but we\u2019d take a dual-motor Long Range for \u00a310k more<\/p>\n

KEY DATA:<\/strong> Range 390 miles; efficiency 4.0 miles per kWh; max DC charging 27 minutes 10-80%<\/p>\n

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8 Polestar 3<\/h2>\n

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THE GOOD:<\/strong><\/span> Uncommonly good handling; super-plush interior; generous rear space<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Relatively small boot, stiff ride with Performance Pack<\/p>\n

THE UGLY:<\/strong><\/span> Completely baffling logic to the naming of Polestar’s cars<\/p>\n

NEED TO KNOW: <\/strong>The Polestar 3 is the biggest model in the range, at the moment, and sits on the same platform as the Volvo ES90. For such a big, plush, luxury car it really is remarkably good to drive, while the interior is Scandi-gorgeous and the infotainment is the best that Polestar offers and will be pretty easy to live with. Initially, the Polestar 3 came only in Long Range Dual Motor form, with a 107kWh battery for a WLTP range of up to 395 miles (352 if you go for the full-fat Performance model).<\/p>\n

The Long Range Single Motor adds a rear-wheel-drive option combined with a 88kWh battery, for a handy touring range of 375 miles. All of the Polestar 3 variants are a sumptuous delight to drive, but we\u2019d sacrifice the all-wheel drive and savage acceleration of the Dual Motor models, and would be very happy with the more modest Single Motor. It\u2019s quite a bit slower yet still feels more than fast enough, and you can still revel in the sumptuousness and surprisingly responsive handling. Plus, it\u2019s usefully cheaper and that long range is still going to make life easy for high mileage drivers.<\/p>\n

As of the end of 2025, all Polestar 3 models were upgraded from 400-volt to 800-volt ultra-rapid charging, too, cutting charging times by around 25 per cent.
Overall, it\u2019s a really lovely premium electric SUV \u2013 one of our favourites despite tough competition.<\/p>\n

THE ONE TO BUY:<\/strong> The Polestar 3 Single Motor Long Range is our pick of the lot. Sometimes, less is more<\/p>\n

KEY DATA:<\/strong> Range 375 miles; efficiency 3.5 miles per kWh; max DC charging 22 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

7 Renault Scenic: best family car<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/05-Renault-Scenic-E-Tech.jpg” title_text=”05 Renault Scenic E-Tech” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Good value; long range; pleasant to drive; looks smart inside and out<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Sometimes lumpy ride; poor rear visibility<\/p>\n

THE UGLY:<\/strong><\/span> The boot is very deep; but not actually that big, and you have to pay extra for a variable floor<\/p>\n

NEED TO KNOW: <\/strong>The Scenic E-Tech is another of Renault\u2019s reborn icons. There are two batteries offering a range of either 260 or 379 miles, both of which are great value for a spacious 4.5-metre-long family SUV-hatchback-MPV-crossover thing like this. It\u2019s also got a rather smart interior with lots of lovely textiles, a big touchscreen with Google maps and software built-in, and even a centre rear armrest with charging sockets and fold-out phone holders.<\/p>\n

Our only niggle is that we\u2019d like sliding rear seats and generally a bit more versatility to the Scenic\u2019s interior, which is spacious yet doesn\u2019t really have any practicality tricks. You even have to pay extra to get a variable boot floor. Nonetheless, we\u2019ll forgive it because the Scenic\u2019s rivals are no more imaginative on the practicality front, and the Renault is the comfiest, most generously equipped, best-value long-range family EV in a very crowded class.<\/p>\n

THE ONE TO BUY:<\/strong> Go for the big battery in techno trim. Avoid Iconic if you\u2019ve got young kids; it gets pale, coarse-weave upholstery that your little darlings will immediately press chocolate into<\/p>\n

KEY DATA:<\/strong> Range 379 miles; efficiency 3.7 miles per kWh; max DC charging 40 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

6 Kia EV3: best compact SUV<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/04-Kia-EV3-c.jpg” title_text=”04 Kia EV3 c” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Roomy and clever interior; funky looks; great value for such long range<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Air trim feels cheap inside<\/p>\n

THE UGLY:<\/strong><\/span> That weird climate-control screen<\/p>\n

NEED TO KNOW: <\/strong>The EV3 is basically a shrunken EV9, and there\u2019s a lot that\u2019s right about that. So much so that it\u2019s our favourite compact family SUV. For a start, it\u2019s virtually on price parity with comparable petrol cars if you go for the 270-mile model, but even the big-battery, 375-mile car is great value \u2013 and the cheapest way you can get into a car with that kind of touring range.<\/p>\n

It’s not all about money, though; the EV3 is a clever family car. With loads of space in a fairly compact 4.3-metre body, this is Kia\u2019s answer to the VW ID. 3, and it stacks up well with a bigger 460-litre boot and roomy back seats. It\u2019s got some neat tricks, too; high-spec cars even get an airplane-style tray table that pulls out of the centre console. Which is a bit unnecessary, but nice to have. It has all of the space, tech, comfort and usefulness you want of a family car \u2013 and it\u2019s slick and confident to drive, too. Nice.<\/p>\n

THE ONE TO BUY:<\/strong> The 270-mile-range car is brilliant value but most will want the longer-range option. GT-Line is our pick for value-to-comfort goodness<\/p>\n

KEY DATA:<\/strong> Range 375 miles; efficiency 4.2 miles per kWh; max DC charging 31 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

5 Porsche Taycan<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/05-Porsche-Taycan.jpg” title_text=”05 Porsche Taycan” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Sublime to drive; long range; interior finish<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Tyre and insurance costs; depreciation<\/p>\n

THE UGLY:<\/strong><\/span> The standard 19-inch alloy wheels really are ugly, so make sure to spec some of the excellent optional wheels<\/p>\n

NEED TO KNOW: <\/strong>The Porsche Taycan is so good it\u2019s firmly near the top of our list of the best electric cars on sale today, and it\u2019s no wonder that it\u2019s become the second-bestselling range in the company\u2019s line-up. As is typical of Porsche, there\u2019s a Taycan for everyone, ranging from the ballistically quick Turbo models with their sub-3.0 second 0-62mph times, through to the more moderate 4S and the entry-level rear-wheel-drive model. A facelift saw the Taycan gain a longer range, among various other tweaks, so even the entry-level Porsche Taycan will do 0-62mph in 4.8 seconds and gets a WLTP range of up to 422 miles. In fact, the base Taycan is one of our favourites, but the 4S is probably the pick of the lot on balance of performance, all-weather confidence, range and cost.<\/p>\n

Whichever Taycan you go for, the handling is beautifully balanced between everyday refinement and usability, while still delivering tactile steering, precise pedal response and remarkable agility for a big car. It\u2019s one if the finest EVs you can hope to drive, yet it\u2019ll also get the kids in the back and be a smug-inducingly cosseting long-distance tourer. And don\u2019t forget that you can get the fastback Sport Turismo and slightly rugged Cross Turismo if you want a more practical boot. The interior is beautifully finished, too.<\/p>\n

Be very careful with the options list. It\u2019s long, complicated, very expensive and weirdly addictive.<\/p>\n

THE ONE TO BUY:<\/strong> We\u2019ll take a Taycan Sport Turismo 4S, please. In Neptune Blue with Turbo Sport 20-inch wheels, the Race-Tex grey interior, adaptive sports seats, rear-axle steering, torque vectoring plus, electric sport sound, Porsche entry, Burmester sound system, heated steering wheel\u2026<\/p>\n

KEY DATA:<\/strong> Range 384 miles; efficiency 3.4 miles per kWh; max DC charging 18 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

4 Mercedes-Benz CLA<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/04-Mercedes-CLA.jpg” title_text=”Fahrveranstaltung Mercedes-Benz CLA mit EQ Technologie in Kopenhagen,2025 \/\/ Test Drive Mercedes-Benz CLA with EQ Technology in Copenhagen, 2025″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Great ride and handling; real-world efficiency<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Cramped rear seats; saloon boot isn\u2019t the most practical<\/p>\n

THE UGLY:<\/strong><\/span> The CLA\u2019s dash feels solidly built, but there\u2019s a lot of gloss plastic \u2013 especially in front of the passenger<\/p>\n

NEED TO KNOW: <\/strong>The Mercedes CLA is a huge leap forward for Mercedes and is one of the most important new EVs of 2026. The efficiency is the real headline news with the CLA. Initially, this Tesla Model 3 rival is offered only as the Mercedes CLA 250+ with EQ Technology, which gets an 85kWh NMC battery and a 265bhp electric motor powering the rear wheels for a WLTP range of 484 miles. An all-wheel-drive CLA 350+ 4Motion get a bit more power and will follow later in 2026, and there may also be a more affordable, smaller-battery version.<\/p>\n

The 250+ is peachy to drive. Fast without being overly dramatic, with nicely weighted steering, and ride comfort that\u2019s impressively comfortable yet controlled. More than that, the Mercedes is efficient in the real world, so you\u2019ll see around 350 to 430 miles. It\u2019s not bad value, either, for a premium car with this kind of range and equipment.<\/p>\n

THE ONE TO BUY:<\/strong> The 250+ is all the electric CLA that you need, and the mid-spec AMG Line Edition has all the kit you need including a big panoramic glass roof and style upgrades<\/p>\n

KEY DATA:<\/strong> Range 484 miles; efficiency 5.1 miles per kWh; max DC charging 15 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

3 Hyundai Ioniq 5 N: best performance car<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/02-Hyundai-Ioniq-5-N-a.jpg” title_text=”02 Hyundai Ioniq 5 N a” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Raucous yet surprisingly easy to live with; good value if you view it as a practical BMW M3 rival<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Breadth of configurability takes some getting used to<\/p>\n

THE UGLY:<\/strong><\/span> Interior quality could be better<\/p>\n

NEED TO KNOW: <\/strong>The Hyundai Ioniq 5 N reminds us of the Nissan GT-R. It has that same, slightly demented but endlessly lovable aggression to the way it bullies nonchalantly through corners at improbable speeds.<\/p>\n

For all that, the Ioniq 5 N is more notable for being playful and engaging, as well as stupidly capable. This is a 641bhp (601bhp when not in \u2018N Grin\u2019 full-bore overtake mode) electric hyper-hatch that you can make fully front-wheel drive, or fully rear-wheel drive. You can make it sound like a jet fighter, a computer game, or a good old-fashioned petrol engine that pops and bangs on the over-run (it doesn\u2019t have an over-run, obviously). You can change gears (although there are no real gears, either) and bounce off the redline (nope, no real rev limit). This is a level of configurability that only an electric car can offer, and the Ioniq 5 N is unashamed about making the most of that.<\/p>\n

But Hyundai hasn\u2019t forgotten the critical stuff; the mechanical bits that make it drive beautifully. The tautly-sprung yet well damped suspension, talkative steering, a front end that feels nailed to the road\u2026 This is one of those cars that generally sounds horribly complicated and falsified when described, but trust us on this: the Ioniq 5 N is the best performance electric car out there. That\u2019s what all our testers \u2013 even the cynical ones \u2013 thought after driving it.<\/p>\n

THE ONE TO BUY:<\/strong> There is only one Ioniq 5 N<\/p>\n

KEY DATA:<\/strong> Range 278 miles; efficiency 3.4 miles per kWh; max DC charging 20 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

2 Renault 5: best compact hatch<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/12\/01-Renault-5-a.jpg” title_text=”01 Renault 5 a” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> The way it looks, the way it drives, surprisingly practical, the price\u2026 You need more?!<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Fiddly gear selector stalk; no frunk<\/p>\n

THE UGLY:<\/strong><\/span> What ugly? Just look at it<\/p>\n

NEED TO KNOW: <\/strong>The Renault 5 E-Tech is an absolute gem, and the last time we did this ranking we declared it king of the whole bunch. It\u2019s usefully compact at just under 4.0 metres long yet also gets five doors, a usable rear bench (a couple of kids will be absolutely fine) and a surprisingly roomy boot.<\/p>\n

There\u2019s the choice of a 40kWh LFP or 52kWh li-ion NMC battery; we\u2019d go for the bigger battery as it brings a range of 255 miles as well as slightly faster charging. And you\u2019ll want to make use of it, too, as the 5 is peachy to drive. It\u2019s fairly lightweight, at under 1500kg, and that pays off with tidy handling and cushy ride comfort, while the fast steering rack and 10.3-metre turning circle make it feel satisfyingly zippy about town or on a fast road, while it\u2019s confident and laid-back everywhere else.<\/p>\n

The real joy of the Renault 5 is that it ticks those sensible boxes, but it\u2019s also a car you want just for the sake of it. It\u2019s an everyday, affordable EV that even die-hard purists mutter about with a tinge of yearning. It\u2019s a common-sense budget EV that\u2019s also aspirational. For that reason it\u2019s our best compact hatch, and our overall runner-up, ahead of the Taycan, which is quite some achievement given how much we like the Porsche.<\/p>\n

THE ONE TO BUY:<\/strong> Mid-spec Techno, which gets the \u20185\u2019 charging indicator on the bonnet and other useful bits of kit, plus the option of the bigger, \u2018comfort range\u2019 battery<\/p>\n

KEY DATA:<\/strong> Range 255 miles; efficiency 4.77 miles per kWh; max DC charging 35 minutes 10-80%<\/p>\n

[\/et_pb_text][et_pb_divider color=”#000000″ divider_weight=”5px” module_class=”divider-short” _builder_version=”4.20.4″ _module_preset=”default” max_width=”300px” module_alignment=”center” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”bold-subhead” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800|||||||” header_2_text_align=”center” header_2_font_size=”40px” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

1 Renault 4: best electric car<\/h2>\n

[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/12\/01-Renault-4.jpg” title_text=”01 Renault 4″ align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n

THE GOOD:<\/strong><\/span> Cute looks; great value; big boot<\/span><\/span><\/p>\n

THE BAD:<\/strong><\/span> Others have better passenger space; heated seats only on top-spec cars<\/p>\n

THE UGLY:<\/strong><\/span> Absolutely nothing ugly about this one<\/p>\n

NEED TO KNOW: <\/strong>The Renault 4 E-Tech is the slightly more practical version of the Renault 5. It\u2019s the same platform and battery underneath, and the same dashboard and infotainment \u2013 which is no bad thing given that it\u2019s a cute, well-finished dash and a user-friendly system with integrated Google maps. As with the 5, you get a 52kWh battery for a 247-mile range, but the Renault 4 is a touch longer, a touch boxier, and is usefully more spacious in the back. You could live with the Renault if you\u2019ve got a small family – especially as the 420-litre boot is actually bigger than the boot in a VW ID. 3. Only the Ford Puma Gen-E offers a bigger boot at this sort of price.<\/p>\n

It’s just a great all-round package. It\u2019s almost as cute and desirable as the Renault 5 (especially if you go for one of the top two trims that get the owl-eyed, illuminated grille), it\u2019s fun yet and light-footed to drive, the range is good enough for most drivers to live with, and the price is great.<\/p>\n

Renault\u2019s on a roll at the moment with everyday EVs that appeal to the head and the heart, and the 4 is a great case in point. You can even have it with a scrolling fabric roof and a baguette holder.<\/p>\n

THE ONE TO BUY:<\/strong> Iconic trim if you want heated seats, but Techno is best value. There\u2019s only one battery, so that choice is made for you, too<\/p>\n

KEY DATA:<\/strong> Range 247 miles; efficiency 4.0 miles per kWh; max DC charging 30 minutes 10-80%<\/p>\n

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156 cars appraised by CAR ‘s expert road testers: the most exciting, the most disappointing, the fastest, the weirdest, and the ones that can convert even the most die-hard petrolhead<\/p>\n","protected":false},"author":7,"featured_media":1593,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[21],"tags":[],"class_list":["post-3680","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/3680","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/users\/7"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/comments?post=3680"}],"version-history":[{"count":2,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/3680\/revisions"}],"predecessor-version":[{"id":3682,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/3680\/revisions\/3682"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media\/1593"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media?parent=3680"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/categories?post=3680"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/tags?post=3680"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}