Best electric sports cars
High-quality electric sports cars from rated and reviewed dealers
Last updated June 17, 2025 by
Neil Briscoe
Top 10 electric sports cars of 2025
Can you actually have fun in an electric car? It’s a question that vexes more than a few car enthusiasts, some of whom say that you need the sound and fury of a combustion engine to be able to actually enjoy yourself or to call something a proper sports car. Others say that with good enough steering and sharp responses, it doesn’t really matter where the power comes from - fuel or electrons, fun is still fun.
It’s true that some of the cars here go to astonishing lengths to replicate the sound and feel of a combustion-engined car, whether it’s adding in fake gear changes, or pumping synthesised engine noises in through the stereo speakers. For all the fakery on show, though, the thing that unites these ten cars is the way they go (rapidly) and the way they feel. Whether it’s sharp steering, or pulse-pounding straight line performance, all these cars prove that the true enthusiast doesn’t have to fear the coming electric age.
Carwow intensively tests every new car on sale, whether they’re powered by diesel, petrol, electricity, or any combination thereof, so that we can give our expert recommendations. We drive cars on the road and on the test track, and we look at the individual strengths of each model - from how quickly they go around corners, to how much range is left when you’re done having your fun. Have a look here to find out more about how we carry out our rigorous tests.
2025
Tech Trailblazer Award
Battery range up to 278 miles
What's good
What’s not so good
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.
2025
Outstanding EV Award
Highly Commended
Battery range up to 372 miles
What's good
What’s not so good
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.
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Battery range up to 436 miles
What's good
What’s not so good
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.
Best for: being a drift machine
Some cars require clever software that snatches at individual brakes to make them drift and skid sideways. The Kia EV6 GT doesn’t need that. Just switch the driving mode over to ‘GT’ (by pressing a big lime green button on the steering wheel, hit the accelerator pedal hard, and the EV6 GT will slide and slither like an old Ford Escort rally car.
Of course, the EV6 GT is a heck of a lot more luxurious and comfortable inside than an old Ford Escort rally car. Kia may not be quite a luxury brand yet, but it has exceptional levels of fit and finish on the inside, and the suede-swathed bucket seats in the front of the EV6 GT are superbly comfortable.
The EV6 GT isn’t the outright fastest electric car around although 0-60mph in 3.5 seconds is hardly slow, though, and it will get faster again soon when the GT gets an upgrade to Hyundai Ioniq 5 N-style electric motors. That should see its power boosted beyond the current 585hp, which is surely enough to be getting on with.
More power means less range, and the GT will only just break the 250 mile barrier on the official test, compared to more than 300 miles for a standard EV6, but the GT is genuinely fun and fast to drive, and still practical enough for daily living (even if the boot is on the small side).
Some cars require clever software that snatches at individual brakes to make them drift and skid sideways. The Kia EV6 GT doesn’t need that. Just switch the driving mode over to ‘GT’ (by pressing a big lime green button on the steering wheel, hit the accelerator pedal hard, and the EV6 GT will slide and slither like an old Ford Escort rally car.
Of course, the EV6 GT is a heck of a lot more luxurious and comfortable inside than an old Ford Escort rally car. Kia may not be quite a luxury brand yet, but it has exceptional levels of fit and finish on the inside, and the suede-swathed bucket seats in the front of the EV6 GT are superbly comfortable.
The EV6 GT isn’t the outright fastest electric car around although 0-60mph in 3.5 seconds is hardly slow, though, and it will get faster again soon when the GT gets an upgrade to Hyundai Ioniq 5 N-style electric motors. That should see its power boosted beyond the current 585hp, which is surely enough to be getting on with.
More power means less range, and the GT will only just break the 250 mile barrier on the official test, compared to more than 300 miles for a standard EV6, but the GT is genuinely fun and fast to drive, and still practical enough for daily living (even if the boot is on the small side).
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.
Battery range up to 374 miles
What's good
What’s not so good
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?
Best for: being genuinely M-car fast
The BMW i4 is far from the Munich firm’s prettiest model, but the athletically-taut shape of the i4’s four-door-coupe bodywork does at least make up a bit for the still slightly odd grille. Basically, the i4 is a battery version of the regular petrol-powered 4 Series Gran Coupe, and that means while it’s surprisingly practical in terms of boot space (470 litres) it’s a bit cramped in the back seats.
Not that this matters much in terms of driving fun. The i4 M60 is packing two electric motors for a total power output of 601hp, a major advance on the original M50 version. That means a 0-62mph time of just 3.7 seconds, which is fast enough to give the petrol straight-six M3 a dose of the worries.
The i4 M60 is good to drive too, with sharp steering and excellent chassis balance, although there is a small voice in the back of our heads that says the standard rear-wheel drive i4 is actually just a little sweeter to drive. The M60 also gets slightly more range than the old M50, but 338 miles is no-one’s idea of a dramatically long range, and you’ll get much less than that if you use that mega 601hp performance.
The BMW i4 is far from the Munich firm’s prettiest model, but the athletically-taut shape of the i4’s four-door-coupe bodywork does at least make up a bit for the still slightly odd grille. Basically, the i4 is a battery version of the regular petrol-powered 4 Series Gran Coupe, and that means while it’s surprisingly practical in terms of boot space (470 litres) it’s a bit cramped in the back seats.
Not that this matters much in terms of driving fun. The i4 M60 is packing two electric motors for a total power output of 601hp, a major advance on the original M50 version. That means a 0-62mph time of just 3.7 seconds, which is fast enough to give the petrol straight-six M3 a dose of the worries.
The i4 M60 is good to drive too, with sharp steering and excellent chassis balance, although there is a small voice in the back of our heads that says the standard rear-wheel drive i4 is actually just a little sweeter to drive. The M60 also gets slightly more range than the old M50, but 338 miles is no-one’s idea of a dramatically long range, and you’ll get much less than that if you use that mega 601hp performance.
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.
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.
Battery range up to 247 miles
What's good
What’s not so good
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.
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How to choose the best electric sports car for you
The key to choosing an electric sports car is actually all about choosing where you live. You see, there’s the potential here to have a car with sparkling performance and handling, but with minuscule running costs thanks to cheap overnight charging rates. To do that, you’ll need to have a driveway and a home charging point. If you’re trying to run almost any of the cars on this list while relying totally on the public charging network, things are going to get quite expensive, quite quickly.
Next up is how you’re going to drive your electric sports car. If you’re keen on doing track days, there are a few cars here that are probably more suitable — the Hyundai and the Porsche especially — as many EVs will tend to wilt on tracks, running their batteries down too fast and overheating their electric systems.
Finally, it comes down to more mundane stuff. What can you afford? How much space do you need? And do you want a proper open-top sports car experience? If the answer to the last question is ‘yes’ then the MG Cyberster is the only realistic option.
