Best electric sports cars
High-quality electric sports cars from rated and reviewed dealers
Top 10 electric sports cars of 2026
You don’t need a big, thirsty engine for an exciting driving experience, anymore. The best electric sports cars straddle the fine line between driving thrills and a clean conscience, managing to be fun and entertaining while emitting no tailpipe gasses.
They come in all shapes and sizes, too, from the sleek Porsche Taycan and Lotus Emeya saloon cars to the compact Alpine A290 and Cupra Raval hot hatchbacks. There’s even a stylish, two-seat grand tourer in the MG Cyberster.
Our expert reviews team have driven every electric car on sale - sporty or not - comprehensively putting them through their paces in a wide range of real-world scenarios. Here are our ten favourite electric sports cars:
1. Hyundai Ioniq 5 N
Hyundai Ioniq 5 N review
Battery range up to 278 miles
Best for: being a modern Lancia Delta Integrale
Imitation gearshifts. Synthetic noises that can make the car sound like it has a petrol engine, or a jet turbine. A computerised ‘drift mode.’ Hyundai has taken every bit of electronic performance trickery it can think of, put it in a kitchen sink, and hurled it at the Ioniq 5 N.
The Ioniq 5 N is kind of a hot hatch, in that it has angular, hatch-back-y styling that seems to hark back to seventies and eighties cars such as the legendary Lancia Delta Integrale. Like the Integrale, the Ioniq 5 N has four-wheel drive and some (indirect) rallying pedigree, but unlike the Lancia, the Ioniq 5 N is massive — it’s the same size as a Volvo XC60, so really it’s more SUV than hatch — and it’s packing an incredibly 650hp from two electric motors.
So the Ioniq 5 N is stupidly quick, hitting 60mph from rest in just 3.4 seconds, but then that’s par for the course for almost any electric car with powerful motors. An MG4 XPower is almost as quick. However, the Ioniq 5 N’s trick is that it’s also brilliant through the corners. Yes, this is a big and very heavy car, but Hyundai’s N-badge trickery allows it to dance through corners with fantastic steering control and more than a little fun.
It’s just a shame that the Ioniq 5 N can’t quite stick the landing in practical terms. The boot’s a little on the small side, it has annoying driver assistance systems, and at 278 miles on a full charge, the range is only just about acceptable — and much less will be on offer if you’re using that 650hp performance. At least it charges up quickly.
For all its faults, though, the Ioniq 5 N has the feel of a landmark car, a car which draws the dividing line between the time when car makers were figuring out how to make electric cars work, and the time when they figured out how to make electric cars fun.
Imitation gearshifts. Synthetic noises that can make the car sound like it has a petrol engine, or a jet turbine. A computerised ‘drift mode.’ Hyundai has taken every bit of electronic performance trickery it can think of, put it in a kitchen sink, and hurled it at the Ioniq 5 N.
The Ioniq 5 N is kind of a hot hatch, in that it has angular, hatch-back-y styling that seems to hark back to seventies and eighties cars such as the legendary Lancia Delta Integrale. Like the Integrale, the Ioniq 5 N has four-wheel drive and some (indirect) rallying pedigree, but unlike the Lancia, the Ioniq 5 N is massive — it’s the same size as a Volvo XC60, so really it’s more SUV than hatch — and it’s packing an incredibly 650hp from two electric motors.
So the Ioniq 5 N is stupidly quick, hitting 60mph from rest in just 3.4 seconds, but then that’s par for the course for almost any electric car with powerful motors. An MG4 XPower is almost as quick. However, the Ioniq 5 N’s trick is that it’s also brilliant through the corners. Yes, this is a big and very heavy car, but Hyundai’s N-badge trickery allows it to dance through corners with fantastic steering control and more than a little fun.
It’s just a shame that the Ioniq 5 N can’t quite stick the landing in practical terms. The boot’s a little on the small side, it has annoying driver assistance systems, and at 278 miles on a full charge, the range is only just about acceptable — and much less will be on offer if you’re using that 650hp performance. At least it charges up quickly.
For all its faults, though, the Ioniq 5 N has the feel of a landmark car, a car which draws the dividing line between the time when car makers were figuring out how to make electric cars work, and the time when they figured out how to make electric cars fun.
2. Porsche Taycan
Porsche Taycan review
Battery range up to 372 miles
Best for: being both sensible and fun
Yes, you can actually have a sensible Porsche Taycan. The basic entry-level model is hardly the most affordable car around, but it’s not wildly expensive either, and it comes with a recent upgrade to the battery which has stretched the range on one charge to a very useful potential maximum of 422 miles. Plus, the basic Taycan not only charges quickly, thanks to a super-fast 800-volt charging system, it also has a certain level of rear-wheel drive purity on its side, with a single rear electric motor providing 435hp which, let’s face it, is plenty.
It’s certainly plenty when you combine it with that low-slung bodywork, excellent chassis balance, flat cornering stance, and talkative steering. This might be a four-door Porsche (mind the headroom in the back, and the small boot) but it’s still a Porsche, and it knows how to keep the driver entertained through some corners.
Of course, you don’t have to be sensible. At the other end of the Taycan range is the frankly lunatic Turbo GT model, which has two motors, four-wheel drive, and a silly 1,035hp. That’s enough to accelerate to 62mph in just 2.4 seconds, which is enough to make most people on board revisit their breakfast. Like the basic model, the Taycan Turbo GT is as good through the corners, with just enough of that traditional Porsche razor-sharp feel, but when a straight stretch arrives it chucks itself forwards as if fired from a howitzer.
Actually, the sweet spot in the Taycan range might just be the GTS, which has a ‘mere’ 700hp, a 3.3 second 0-62mph time, and the sort of cornering prowess that has made Porsche a household name. You might miss the flat-six yowl of a 911, or the deep, bassy V8 noises of a Panamera or Cayenne, but make no mistake — this all-electric Porsche is a Porsche first and foremost, and an electric car second.
Yes, you can actually have a sensible Porsche Taycan. The basic entry-level model is hardly the most affordable car around, but it’s not wildly expensive either, and it comes with a recent upgrade to the battery which has stretched the range on one charge to a very useful potential maximum of 422 miles. Plus, the basic Taycan not only charges quickly, thanks to a super-fast 800-volt charging system, it also has a certain level of rear-wheel drive purity on its side, with a single rear electric motor providing 435hp which, let’s face it, is plenty.
It’s certainly plenty when you combine it with that low-slung bodywork, excellent chassis balance, flat cornering stance, and talkative steering. This might be a four-door Porsche (mind the headroom in the back, and the small boot) but it’s still a Porsche, and it knows how to keep the driver entertained through some corners.
Of course, you don’t have to be sensible. At the other end of the Taycan range is the frankly lunatic Turbo GT model, which has two motors, four-wheel drive, and a silly 1,035hp. That’s enough to accelerate to 62mph in just 2.4 seconds, which is enough to make most people on board revisit their breakfast. Like the basic model, the Taycan Turbo GT is as good through the corners, with just enough of that traditional Porsche razor-sharp feel, but when a straight stretch arrives it chucks itself forwards as if fired from a howitzer.
Actually, the sweet spot in the Taycan range might just be the GTS, which has a ‘mere’ 700hp, a 3.3 second 0-62mph time, and the sort of cornering prowess that has made Porsche a household name. You might miss the flat-six yowl of a 911, or the deep, bassy V8 noises of a Panamera or Cayenne, but make no mistake — this all-electric Porsche is a Porsche first and foremost, and an electric car second.
3. Cupra Raval VZ
Cupra Raval review
Battery range up to 276 miles
Best for: practical hot hatch thrills
The Cupra Raval VZ isn’t just one of the best electric hatchbacks on sale, it’s one of the most fun hot hatchbacks on sale at the moment - regardless of powertrain. Not only is it a hoot to drive and striking to look at, but it’s surprisingly spacious and practical inside, too.
Not that all Ravals are created equal, because it’s only the top two VZ trims that get the full hot hatch treatment. The rest of the range is less silly, more sensible.
Still, all versions look brilliant on account of their pointy lights, stormtrooper-esque ‘frowning’ grille, creased flanks and a deep rear bumper with aggressive inserts. Very boy racer, in a good way.
The VZ Extreme looks the best, with lime green accents replacing the standard Cupra copper fare and the optional matte green paint - which looks far better than it sounds.
Step inside the VZ and you’re greeted by a pair of phenomenal bucket seats with funky upholstery. The rest of the interior is eye-catching too, with ambient lighting and scale-like plastics, a 12.9-inch infotainment touchscreen and 10.3-inch driver display.
You’ll find loads of space in the Raval, though it would be nice for the bucket seats to drop a little lower down for an even sportier feel. It’s the back seats which really impress, because you can fit two six-foot adults in the back with little fuss. The 441-litre boot is impressively large, too.
The VZ and VZ Extreme come with a 52kWh battery for 236 miles of range, but if you opt for a less racy Raval that figure increases to 275 miles.
You’ll want a high performance version if you’re in the market for a hot hatch, however. The VZ trims come with a more powerful motor, adaptive suspension and - most importantly - an electronic limited-slip differential for serious grip and go on a twisty lane.
And yet it’s comfortable enough in town, easy to park and feels just as at home on the motorway. This is a great hot hatchback.
The Cupra Raval VZ isn’t just one of the best electric hatchbacks on sale, it’s one of the most fun hot hatchbacks on sale at the moment - regardless of powertrain. Not only is it a hoot to drive and striking to look at, but it’s surprisingly spacious and practical inside, too.
Not that all Ravals are created equal, because it’s only the top two VZ trims that get the full hot hatch treatment. The rest of the range is less silly, more sensible.
Still, all versions look brilliant on account of their pointy lights, stormtrooper-esque ‘frowning’ grille, creased flanks and a deep rear bumper with aggressive inserts. Very boy racer, in a good way.
The VZ Extreme looks the best, with lime green accents replacing the standard Cupra copper fare and the optional matte green paint - which looks far better than it sounds.
Step inside the VZ and you’re greeted by a pair of phenomenal bucket seats with funky upholstery. The rest of the interior is eye-catching too, with ambient lighting and scale-like plastics, a 12.9-inch infotainment touchscreen and 10.3-inch driver display.
You’ll find loads of space in the Raval, though it would be nice for the bucket seats to drop a little lower down for an even sportier feel. It’s the back seats which really impress, because you can fit two six-foot adults in the back with little fuss. The 441-litre boot is impressively large, too.
The VZ and VZ Extreme come with a 52kWh battery for 236 miles of range, but if you opt for a less racy Raval that figure increases to 275 miles.
You’ll want a high performance version if you’re in the market for a hot hatch, however. The VZ trims come with a more powerful motor, adaptive suspension and - most importantly - an electronic limited-slip differential for serious grip and go on a twisty lane.
And yet it’s comfortable enough in town, easy to park and feels just as at home on the motorway. This is a great hot hatchback.
Battery range up to 235 miles
Best for: stylish hot hatch thrills
The Alpine A290 is a fashion accessory as much as it is a hot hatchback, with achingly cool, retro styling and a super-stylish interior. It’s nippy and takes winding roads in its stride, but it isn’t actually all that fun to drive and it’s very cramped inside.
Still, none of that matters from the outside because the A290 is up there with the very best looking hot hatches ever made. Based on the already handsome Renault 5, the A290 adds flared wheel arch extensions, intricate wheel designs, deep bumpers and retro driving lamps for a serious dose of extra charm.
Step inside and the Renault 5 link is even clearer, but the funky denim upholstery is long gone, replaced with more sensible, upmarket, navy blue leatherette. The seats feature awesome racing stripes, but unfortunately Renault has ditched the cupholders for some annoying-to-use drive select buttons in an attempt to look sporty.
It’s spacious enough up front but rear seat passengers will suffer on anything more than a short trip, with woeful legroom and barely adequate headroom. At least the 326-litre boot is generous for a car of this size.
Range varies from 226-236 miles, depending on trim level. Around town the Alpine is easy to drive, very nippy and surprisingly comfortable, while being fairly quiet on the motorway, too. It’s best on a twisty lane with buckets of grip and sharp steering, but it just isn’t as fun as the Cupra Raval - or a petrol hot hatchback. A Renault 5 is almost as entertaining, for a far cheaper price.
The Alpine A290 is a fashion accessory as much as it is a hot hatchback, with achingly cool, retro styling and a super-stylish interior. It’s nippy and takes winding roads in its stride, but it isn’t actually all that fun to drive and it’s very cramped inside.
Still, none of that matters from the outside because the A290 is up there with the very best looking hot hatches ever made. Based on the already handsome Renault 5, the A290 adds flared wheel arch extensions, intricate wheel designs, deep bumpers and retro driving lamps for a serious dose of extra charm.
Step inside and the Renault 5 link is even clearer, but the funky denim upholstery is long gone, replaced with more sensible, upmarket, navy blue leatherette. The seats feature awesome racing stripes, but unfortunately Renault has ditched the cupholders for some annoying-to-use drive select buttons in an attempt to look sporty.
It’s spacious enough up front but rear seat passengers will suffer on anything more than a short trip, with woeful legroom and barely adequate headroom. At least the 326-litre boot is generous for a car of this size.
Range varies from 226-236 miles, depending on trim level. Around town the Alpine is easy to drive, very nippy and surprisingly comfortable, while being fairly quiet on the motorway, too. It’s best on a twisty lane with buckets of grip and sharp steering, but it just isn’t as fun as the Cupra Raval - or a petrol hot hatchback. A Renault 5 is almost as entertaining, for a far cheaper price.
Sell your car
no fees, no faff
6,000+ dealers are waiting to bid on your car.
Find out what it's really worth today.
5. Tesla Model 3 Performance
Tesla Model 3 review
Battery range up to 344 miles
Best for: being an M3-beater
Tesla’s a bit, erm, interesting in a political sense at the moment, but that shouldn’t distract from the fact that the Model 3 Performance — updated last year with some new styling and quality improvements in the cabin — is a blisteringly fast and hugely capable high-performance four-door saloon. Is it better than a BMW M3? In some ways, yes it really is.
Certainly, it provides M3-style speed — hitting 60mph in just 2.9 seconds — for much less money and with way lower running costs (as long as you’re charging mostly at home). It’s also properly good fun to drive, with suspension that’s supple enough to both cope with UK roads, but still able to put that full 460hp down to the tarmac. The brakes and steering aren’t quite so good, and certainly not up to Hyundai’s standards, but the huge surge of electric power kind of makes up for that.
The latest version of the Model 3 has also seen cabin quality improve (although it’s still some way short of the best European and Korean competition) and the Performance version gets really comfy front bucket seats. It’s also practical, with decent rear seat space and a massive boot.
Range? Figure on 328 miles, which isn’t half bad considering the performance on offer, and of course there’s the brilliant Supercharger network for topping up on a long run.
Downsides? Well, the big touchscreen is very good to use, and super-responsive, but we’d still like to see some proper driver’s instruments or a head-up display, and putting things like gear selection on the screen is just daft. Putting indicators on steering wheel buttons is also silly, so bring back column stalks, please Tesla.
Tesla’s quality levels still aren’t quite up with the best, but the Model 3 Performance’s mix of speed, poise, and the potential for incredibly cheap electric running costs make for a potent cocktail.
Tesla’s a bit, erm, interesting in a political sense at the moment, but that shouldn’t distract from the fact that the Model 3 Performance — updated last year with some new styling and quality improvements in the cabin — is a blisteringly fast and hugely capable high-performance four-door saloon. Is it better than a BMW M3? In some ways, yes it really is.
Certainly, it provides M3-style speed — hitting 60mph in just 2.9 seconds — for much less money and with way lower running costs (as long as you’re charging mostly at home). It’s also properly good fun to drive, with suspension that’s supple enough to both cope with UK roads, but still able to put that full 460hp down to the tarmac. The brakes and steering aren’t quite so good, and certainly not up to Hyundai’s standards, but the huge surge of electric power kind of makes up for that.
The latest version of the Model 3 has also seen cabin quality improve (although it’s still some way short of the best European and Korean competition) and the Performance version gets really comfy front bucket seats. It’s also practical, with decent rear seat space and a massive boot.
Range? Figure on 328 miles, which isn’t half bad considering the performance on offer, and of course there’s the brilliant Supercharger network for topping up on a long run.
Downsides? Well, the big touchscreen is very good to use, and super-responsive, but we’d still like to see some proper driver’s instruments or a head-up display, and putting things like gear selection on the screen is just daft. Putting indicators on steering wheel buttons is also silly, so bring back column stalks, please Tesla.
Tesla’s quality levels still aren’t quite up with the best, but the Model 3 Performance’s mix of speed, poise, and the potential for incredibly cheap electric running costs make for a potent cocktail.
6. Lotus Emeya
Lotus Emeya review
Battery range up to 360 miles
Best for: being the modern-day Lotus Carlton
Lotus has a habit of turning out super-fast versions of practical saloons, which started in the 1960s with the Ford Lotus Cortina, and continued in the 1980s with the remarkable Lotus Carlton, a hotted-up Vauxhall saloon so fast that it raised questions in Parliament.
If the powers that be think the Carlton was fast, wait till they get a load of this Lotus Emeya. This is the first time that Lotus has made a four-door saloon entirely on its own, rather than modifying someone else’s car, and even though it’s the Chinese end of modern-day Lotus, rather than the more traditional Norfolk-based sports car bit, the results are pretty amazing.
The basic (!) version of the Emeya has 603hp, while the top-spec ‘900’ model has 905hp. Range on a full charge is only 379 miles for the lower power version, but the cabin is genuinely beautifully made, a first for a Lotus. Yes, it’s big and heavy (which is not very Lotus-like) but the fabulous steering and tremendous chassis balance means that this big saloon handles like a proper Lotus should do. The only downside, really, is that this is a really big car, and so feels a bit too bulky on the tight and twisty lanes down which a classic Lotus would leave it standing.
Lotus has a habit of turning out super-fast versions of practical saloons, which started in the 1960s with the Ford Lotus Cortina, and continued in the 1980s with the remarkable Lotus Carlton, a hotted-up Vauxhall saloon so fast that it raised questions in Parliament.
If the powers that be think the Carlton was fast, wait till they get a load of this Lotus Emeya. This is the first time that Lotus has made a four-door saloon entirely on its own, rather than modifying someone else’s car, and even though it’s the Chinese end of modern-day Lotus, rather than the more traditional Norfolk-based sports car bit, the results are pretty amazing.
The basic (!) version of the Emeya has 603hp, while the top-spec ‘900’ model has 905hp. Range on a full charge is only 379 miles for the lower power version, but the cabin is genuinely beautifully made, a first for a Lotus. Yes, it’s big and heavy (which is not very Lotus-like) but the fabulous steering and tremendous chassis balance means that this big saloon handles like a proper Lotus should do. The only downside, really, is that this is a really big car, and so feels a bit too bulky on the tight and twisty lanes down which a classic Lotus would leave it standing.
7. Audi RS e-tron GT
Audi e-tron GT review
Battery range up to 384 miles
Best for: being like a Porsche
Peel away the bodywork from an Audi RS e-tron GT and you’ll find all the same mechanical bits and pieces, plus the same battery and motors as the Porsche Taycan. The two cars were developed together and they’re built on the same platform. Arguably, the Audi is the better looking of the two, although it doesn’t have an interior that’s quite as cool as the Porsche’s, and the squared-off steering wheel isn’t as nice to hold as Porsche’s properly round wheel.
Performance, however, is not lacking. This RS version has 925hp from its two electric motors, and can accelerate so savagely (0-62mph in 2.5 seconds) that you can feel the blood draining from your feet.
Like the Porsche, it’s a touch impractical with small back seats and a tiny boot, but you’ll be more interested in the GT’s completely flat cornering stance and it’s sense of throwing off its two-tonne weight when the road turns twisty. However, it’s a very low-slung car, so beware scraping the nose on speed bumps around town. Massive ceramic brakes help keep all that performance nicely in check, and as with the Porsche, there are some genuinely interesting colour options including a fabulous ‘Bedford Green’ metallic. Are the four rings as desirable as the Porsche crest? Who cares when you’re going this fast?
Peel away the bodywork from an Audi RS e-tron GT and you’ll find all the same mechanical bits and pieces, plus the same battery and motors as the Porsche Taycan. The two cars were developed together and they’re built on the same platform. Arguably, the Audi is the better looking of the two, although it doesn’t have an interior that’s quite as cool as the Porsche’s, and the squared-off steering wheel isn’t as nice to hold as Porsche’s properly round wheel.
Performance, however, is not lacking. This RS version has 925hp from its two electric motors, and can accelerate so savagely (0-62mph in 2.5 seconds) that you can feel the blood draining from your feet.
Like the Porsche, it’s a touch impractical with small back seats and a tiny boot, but you’ll be more interested in the GT’s completely flat cornering stance and it’s sense of throwing off its two-tonne weight when the road turns twisty. However, it’s a very low-slung car, so beware scraping the nose on speed bumps around town. Massive ceramic brakes help keep all that performance nicely in check, and as with the Porsche, there are some genuinely interesting colour options including a fabulous ‘Bedford Green’ metallic. Are the four rings as desirable as the Porsche crest? Who cares when you’re going this fast?
8. Abarth 600e
Abarth 600e review
Battery range up to 200 miles
Best for: being like a race car around corners
The whole point of the Abarth 600e is a corner. Tight and slow or open and fast, it doesn’t really matter. With its powerful 280hp electric motor driving the front wheels, and a race-car style limited-slip differential to give it all the grip in the world, the way the 600e scampers around any deviation from the straight-ahead is really quite something. This is a car which, as long as you’ve remembered to switch the driving mode to the ‘Scorpion’ setting (why Scorpion? Because that’s the Abarth badge…) can paint a smile on your face like few others. Not just few other electric cars, few others, full stop.
However, there’s a problem. The Abarth’s weedy 51kWh battery pack and so-so efficiency means that even if you’re taking things gently, you’ll burn through a full charge in around 160 miles. If you’re driving the Abarth as it’s meant to be driven, then you’ll do even less than that. It’s not really a practical car for a long journey, this.
It is quite good looking, though, taking the basic lines of the Fiat 600 small SUV and adding a bit of Abarth menace, plus some exciting colour options. The cabin’s a bit of a let down, though, as aside from some nice bucket seats, the dashboard’s pretty cheap-feeling and there’s not much space in the back.
The whole point of the Abarth 600e is a corner. Tight and slow or open and fast, it doesn’t really matter. With its powerful 280hp electric motor driving the front wheels, and a race-car style limited-slip differential to give it all the grip in the world, the way the 600e scampers around any deviation from the straight-ahead is really quite something. This is a car which, as long as you’ve remembered to switch the driving mode to the ‘Scorpion’ setting (why Scorpion? Because that’s the Abarth badge…) can paint a smile on your face like few others. Not just few other electric cars, few others, full stop.
However, there’s a problem. The Abarth’s weedy 51kWh battery pack and so-so efficiency means that even if you’re taking things gently, you’ll burn through a full charge in around 160 miles. If you’re driving the Abarth as it’s meant to be driven, then you’ll do even less than that. It’s not really a practical car for a long journey, this.
It is quite good looking, though, taking the basic lines of the Fiat 600 small SUV and adding a bit of Abarth menace, plus some exciting colour options. The cabin’s a bit of a let down, though, as aside from some nice bucket seats, the dashboard’s pretty cheap-feeling and there’s not much space in the back.
9. MG Cyberster
MG Cyberster review
Battery range up to 316 miles
Best for: being a proper convertible
In a list of the top ten electric sports cars, the MG Cyberster stands out for being the only actual proper sports car. All the rest are fast versions of hatchbacks, saloons, and SUVs. This one is a two-seat roadster with a roof that folds away. It’s also MG’s first new sports car since the ancient mid-engined TF went out of production in the mid-2000s, which is pretty significant for a brand originally built on sports cars.
The electric Lamborghini-style doors are seriously cool, if annoyingly slow, but the cabin is a bit of a let-down. It’s well-made, but the multiple screens are confusing as heck, and the seat is set too high (although you do get used to that).
There’s an entry-level Cyberster with one rear-mounted electric motor and 340hp and this is the one to go for. Not only does it have the best range, it also feels a little more agile and genuinely sporting in the corners. The more powerful 510hp GT model gets two motors and a startling 0-60mph time of 3.2 seconds but it loses out on some range, and it’s not any better to drive. The Cyberster suffers a bit from not being quite sporty enough to drive, although with an open road in front of you and the wind in your hair, you probably won’t really mind all that much.
In a list of the top ten electric sports cars, the MG Cyberster stands out for being the only actual proper sports car. All the rest are fast versions of hatchbacks, saloons, and SUVs. This one is a two-seat roadster with a roof that folds away. It’s also MG’s first new sports car since the ancient mid-engined TF went out of production in the mid-2000s, which is pretty significant for a brand originally built on sports cars.
The electric Lamborghini-style doors are seriously cool, if annoyingly slow, but the cabin is a bit of a let-down. It’s well-made, but the multiple screens are confusing as heck, and the seat is set too high (although you do get used to that).
There’s an entry-level Cyberster with one rear-mounted electric motor and 340hp and this is the one to go for. Not only does it have the best range, it also feels a little more agile and genuinely sporting in the corners. The more powerful 510hp GT model gets two motors and a startling 0-60mph time of 3.2 seconds but it loses out on some range, and it’s not any better to drive. The Cyberster suffers a bit from not being quite sporty enough to drive, although with an open road in front of you and the wind in your hair, you probably won’t really mind all that much.
10. Mini Cooper Electric JCW
MINI Cooper Electric review
Battery range up to 247 miles
Best for: being a proper, fun Mini
Taking a Mini and adding electric power seems like the most natural thing in the world. After all, the original Mini was designed to be a cheap-to-run family car, and easy to park in crowded town centres. The modern electric Mini carries on both traditions, but what happens when you try to add some sporting appeal?
Actually, some very good things happen. The John Cooper Works Mini electric (named in honour of the man who originally created go-faster Minis) ramps up the power output to 255hp, and keeps the ultra-sharp steering responses of the standard Mini. The combo is fun in corners, but less so when you’re just trying to get home as the suspension is so stiff it sometimes feels as if it’s locked solid.
There’s also not much space in the back nor the boot, and the range isn’t brilliant, easily falling below 200 miles in real-world driving. There are compensations for that, though. Go and find a twisty road and you’ll be too busy having fun to care about any of that, while the Mini’s tremendous quality and its cool dinner-plate-style touchscreen are high points. It’s all getting very expensive, though and the DC charging speed is less than impressive.
Taking a Mini and adding electric power seems like the most natural thing in the world. After all, the original Mini was designed to be a cheap-to-run family car, and easy to park in crowded town centres. The modern electric Mini carries on both traditions, but what happens when you try to add some sporting appeal?
Actually, some very good things happen. The John Cooper Works Mini electric (named in honour of the man who originally created go-faster Minis) ramps up the power output to 255hp, and keeps the ultra-sharp steering responses of the standard Mini. The combo is fun in corners, but less so when you’re just trying to get home as the suspension is so stiff it sometimes feels as if it’s locked solid.
There’s also not much space in the back nor the boot, and the range isn’t brilliant, easily falling below 200 miles in real-world driving. There are compensations for that, though. Go and find a twisty road and you’ll be too busy having fun to care about any of that, while the Mini’s tremendous quality and its cool dinner-plate-style touchscreen are high points. It’s all getting very expensive, though and the DC charging speed is less than impressive.
Advertisement
Factors to consider when buying an electric sports car
Spirited driving?
It’s all well and good opting for the biggest, most powerful and most luxurious sports-EV going, but if you spend your weekends attacking twisty, narrow country lanes then you’re far better off with a Cupra Raval or Mini Cooper Electric JCW. They’ll be more fun to drive and less claustrophobic on tight British B-roads.
Going the distance?
Conversely, road trip and long-distance driving enthusiasts are better off opting for a plush grand tourer such as the Lotus Emeya or Porsche Taycan. Why? Well not only are they more comfortable and more stable at high speeds than a hot hatchback, but they can also travel further on a single charge.
Sleek or spacious?
Don’t let size and shape fool you, because while the Hyundai Ioniq 5 N may be the only real SUV on this list (even if it looks like a hot hatchback), it isn’t actually the most practical car. No, that title goes to the Tesla Model 3 Performance with its double boots and spacious cabin. Still, if you don’t need all that space then you may as well choose the MG Cyberster for its pretty styling and drop-top kerb appeal.
