Best Electric Car 2021: Driving performance

The shortlist of electric cars gathered here for carsales’ Best Electric Car 2021 is diverse, from high-riding SUVs and a compact MINI hatch with its trademark go-kart handling to a mid-size Tesla sedan with a relatively big footprint.

Before we get to the experience their offer behind the wheel, two important common elements with EVs are driving range and recharging times.

Among our eight contenders, the Hyundai Kona Electric Extended Range Highlander has the longest WLTP-verified range at 484km, while the Mazda MX-30 Electric Astina has the shortest at 200km.

A shorter range isn’t necessarily a problem. It allows for a smaller battery that, as Mazda argues, reduces the car’s weight – thereby increasing its efficiency and dynamic ability – and its whole-of-life carbon footprint, which should see it reach carbon-neutral ownership sooner than its rivals. But it also rules out long-distance touring without careful planning.

As for charging, we’ve used a DC fast-charge outlet – as you’d see at a public charging station – and the time it takes to reach 80 per cent battery capacity as our benchmark.

And there’s not much in it.

The Mazda and the MINI Cooper SE Yours both take 36 minutes at 50kW to reach 80 per cent capacity, while the others – Hyundai’s Kona Electric and IONIQ Electric Premium, the Kia Niro EV Sport, MG ZS EV, Nissan LEAF e+ and Tesla Model 3 Standard Range Plus – all take less than an hour at 50kW or 100kW to recharge to the same level.

The Model 3 should reach 80 per cent charge in less than 30 minutes at one of the brand’s new 250kW Supercharger stations, although there are few such stations at present as Tesla continues its infrastructure rollout.

Speaking of Model 3, the US car-maker’s top-selling EV is clearly the best electric car among this cohort when it comes to driving performance.

Indeed, the Model 3’s overall balance of ride, handling and electric motor performance puts more than a few combustion-engined cars to shame, and keen drivers are amply rewarded.

As we noted in testing, the Tesla Model 3 – the only EV here with rear-wheel drive instead of front-wheel drive – comes alive when the road turns twisty.

In corners, the Tesla arrests its weight with control and poise. Through longer bends, the body settles and the chassis grips tenaciously, allowing almost laughable apex speeds.

Mid-corner bumps are happily swallowed and the Model 3 feels precise and rock-solid in wet conditions as well.

Equally, the Model 3 gets the little things right: throttle tip-in is linear and predictable, allowing the car to pull away from a set of lights smoothly, and the stability control system is swift and calculated with its interventions.

The Tesla Model 3’s performance is on the money, too. It’s claimed 5.6-second dash to 100km/h isn’t all that remarkable on paper, but in reality the Model 3 feels brisk and rewarding in the way it bursts out of corners.

Offering all of its torque from standstill, the forward surge is initially strong and then meters out into a linear spread to 100km/h and beyond. Rolling acceleration is equally admirable.

However, the trade-off for the Model 3’s rewarding dynamics is a firm ride. It’s a bit jiggly at low speeds and firm at all times, shaking off pitter-patter bumps admirably but unable to isolate cat’s eyes, road joins or sharp imperfections effectively.

It’s hardly a deal-breaker, but it does reinforce the thinking the Model 3 is not simply a soft, cushy electric car; it’s more of a sports sedan.

Next up for driving pleasure is the MINI Cooper SE Yours, with a high degree of driver engagement – if not quite at hot-hatch level – and strong motor response.

Ride quality of the electric MINI is a little choppy, but not harsh, and the suspension actually soaks up bumps better than expected. While the car’s short wheelbase contributes to mild pitching, the spring and damper rates are well chosen for a car that’s not aimed at the same target buyer as a conventional hot hatch.

The MINI has one of the shortest ranges here at 233km, but that doesn’t mean you don’t get to enjoy it. Floor the accelerator and the three-door hatch provides immediate response. There’s zero hesitation and the acceleration is vibrant and effectively linear.

The car accelerates with essentially the same verve above 80km/h as it does from 20km/h.

Next up is the first SUV among our short-listed candidates, the Kia Niro EV Sport. The Niro EV has engaging dynamics – its lively steering is a highlight – but suspension control isn’t totally cohesive on rough roads.

Of course, family SUVs aren’t normally the sort of cars one expects to drive for the enjoyment – especially if they’re electric-powered. But the 2021 Kia Niro EV is the exception to the rule.

It can be flung around, throwing caution to the wind – within reason. Steering response is surprisingly good by the standards of any SUV under $70,000, and by the standards of most passenger cars as well.

It’s also very stable on centre at open-road speeds and delivers quite good steering feel in a straight line or while changing course.

The Niro EV Sport tucks into corners and grips very well. It feels close to neutral and fosters a strong sense of security. The brakes work well too; they’re quite strong and pull the Niro EV down from higher speeds without any real drama.

Ride comfort deserves qualified praise. At lower speeds the Niro EV follows bumps in the road very closely and the car does pitch and toss at times. It can feel a little choppy, although the ride quality is not harsh as such, and in fact things smooth out at higher speeds (from 80-100km/h).

Following the Niro EV Sport for dynamic ability – at some distance – is the Hyundai Kona Electric Extended Range Highlander, which finds an admirable balance between ride comfort and handling.

It’s not the most engaging drive, but the Kona is as quiet as you’d expect of an electric vehicle – except for the droning pedestrian warning sound – and it rides comfortably across all manner of road surfaces.

The standard Nexen 215/55R17 tyres on the Kona are flat out – so to speak – riding quietly and comfortably and using less energy without being called upon to deliver great handling and grip as well. But given the conflicting mission objectives, the tyres do manage respectably well.

Close behind the Kona is the Mazda MX-30 Electric Astina, which lacks some of its rivals’ get-up-and-go, ride quality and range, but is nonetheless responsive and engaging to drive.

The suspension is not quite as compliant as the Hyundai Kona Electric’s, or even the Kia Niro EV’s. It’s at the polar opposite end of the ride comfort scale from the Nissan LEAF e+, but probably still better than acceptable for most prospective buyers.

Measured against its competitors, the MX-30 Electric doesn’t offer outstanding performance. It’s relaxing to drive around town – with enough torque to show a clean pair of heels to many small-displacement combustion-powered cars – but Mazda’s first EV will struggle to keep up with the LEAF or Kona Electric with a determined driver behind the wheel, to say nothing of the Tesla Model 3.

The Hyundai IONIQ Electric Premium rewards with good dynamics and responsive performance, although low-speed ride is not as praiseworthy.

The IONIQ delivers its acceleration in an immediate yet pleasingly linear fashion. The steering is light, and the brake pedal is predictable in its response once you’ve got your head around the fact the car has to blend conventional friction and regenerative braking.

On the open road, the Hyundai IONIQ Electric maintains its refinement and ease of use, providing adequate acceleration for overtaking, and picking up cleanly out of corners with no hint of wheel spin.

Like all Hyundais, the IONIQ Electric was subjected to a thorough Australian ride and handling suspension re-tune. It lives on the firmer side of the ledger, fidgeting over expansion joints and lateral lines, cat’s eyes and B-grade surfaces, but the ride does iron out these imperfections with more speed.

The Nissan LEAF e+ is more noteworthy for its straight-line performance, refinement and range than sheer driver enjoyment.

We’ve said before that the Nissan LEAF is not a car for driving enthusiasts – it’s aimed at people who like a gentle ride and don’t want a car that talks back at them. And the new LEAF e+ is more of the same.

It will accelerate quickly enough to satisfy most drivers, and its roadholding is quite secure. But there’s no sign of life from the steering, and the brake pedal is firm but not really communicative.

The MG ZS EV rounds off our group for driving performance, with a shortfall mostly in refinement, grip and damping compared with the others.

The electric motor under the bonnet of the MG is not as refined as this in the other EVs, with plenty of motor whine. Still, once the ZS accelerates up to cruising speed the whine fades out.

The ZS EV rides on Michelin 215/50R17 tyres which are a good match for the chassis, but protest loudly under heavy braking or hard acceleration.

Steering weight is light enough for anyone, but delivers good response and feel. There’s very mild torque steer present in Sport mode with the accelerator pedal pressed all the way to the floor.

While the ride is supple and sufficiently well-controlled most of the time, load up with four adults and the ZS EV’s rear suspension does feel under-damped.

Best Electric Car 2021 contenders:
Hyundai IONIQ Electric Premium
Hyundai Kona Electric Extended Range Highlander
Kia Niro EV Sport
Mazda MX-30 Electric Astina
MG ZS EV
MINI Cooper SE Yours
Nissan LEAF e+
Tesla Model 3 Standard Range Plus