Best Electric Car 2022: Driving performance

As we’ve seen in other assessment categories for carsales’ Best Electric Car 2022, our 13 contenders are drawn from small and medium passenger car and SUV segments.

That’s a diverse collection of cars, but all come with the same broad agenda: to provide zero-emissions motoring in a relatively affordable and well specified package.

That there’s a high degree of engineering sophistication involved is accepted, but the results in terms of driving performance are varied.

The EVs on test are broadly similar in that they’re entry (or standalone) models and use single-motor powertrains driving the front or rear wheels.

So, no dual-motor, all-wheel drive performance models are found here, with all contenders pitching at the average, rather than enthusiast, buyer.

As with every Best Cars program, that doesn’t mean a vehicle’s ride comfort is rated above handling, and that higher levels of performance aren’t valued.

It’s all relative and all buyers – without exception – will appreciate a competent, accomplished all-round driving experience rather than one that’s too heavily focused in one direction or another.

With electric cars, the battery’s range and recharging times form important elements of the driving experience and are markers of its overall performance.

In this area, the Kia EV6 Air enjoys the longest battery range based on the WLTP method, claiming 528km between top-ups. The shortest range goes to the Mazda MX-30 Electric, with just 200km next to its name.

Most of the rest fall into a battery range of between 250-450km, with a few that are closer to 500km.

From shortest to longest, these are: MINI Electric Hatch (233km), Nissan LEAF (270km), Hyundai Kona Electric Standard Range Elite (305km), Lexus UX 300e Luxury (305km), MG ZS EV Excite (320km), BYD Atto 3 Standard Range (345km), Tesla Model Y RWD (455km), Kia Niro EV S (460km), Polestar 2 Standard Range Single Motor (478km), Hyundai IONIQ 5 Dynamiq RWD (481km) and Tesla Model 3 RWD (491km).

Recharging times aren’t as easy to compare because specifications vary between manufacturers. That said, there’s not a huge difference for fast recharging to 80 per cent capacity on a DC charger between the models on test.

The Mazda MX-30 Electric and MINI Electric both take 36 minutes at 50kW to reach 80 per cent battery capacity, while the others all take less than an hour at 100kW to recharge to 80 per cent.

Both the Tesla Model 3 and Model Y should reach 80 per cent charge in less than 30 minutes at one of the 250kW Tesla Supercharger stations.

Electric cars are generally not left behind when it comes to acceleration off the line, developing maximum torque from zero rpm and usually maintaining a relatively effortless urge into triple figures.

But official 0-100km/h figures show just how much discrepancy there is between the 13 EVs we’ve gathered together, despite all being single-motor entry-level models.

As you can see from the table below, most of them have claimed 0-100km/h acceleration times in the seven-to-eight-second range, with the Tesla Model 3 RWD the quickest at 6.1 seconds.

But the Hyundai Kona Electric and Mazda MX-30 are well off the pace, reaching 100km/h from rest in a less-than-impressive 9.9 and 9.7sec respectively (based on official overseas claims).

Diverting from the straight and narrow, let’s now really get down to business…

The payoff for local suspension tuning combined with an advanced dedicated EV architecture is evident in the Kia EV6, which is the clear stand-out for overall driving performance among the baker’s dozen vying for carsales’ Best Electric Car 2022.

The 168kW/350Nm EV6 ticks the box across all areas of the drive, but perhaps none more so than its well-honed ride and handling balance.

The electric Kia simply glides and settles, controlling body movement over bumps well, turning rough country roads into a relaxed drive rather than an up-and-down affair.

Even around town the rear-wheel drive Kia’s dynamic maturity gives it an edge, especially if you’re tackling speed humps.

There’s a great deal of poise and a relaxed nature here that sees the EV6 comfortable in whatever setting you place it in, which is just as it should be.

Next up is the 194kW/340Nm Tesla Model 3, which was our Best EV last year and continues to impress with its sheer athleticism, aided by taut suspension, direct steering and rear-drive layout.

Through longer bends, the body settles and the chassis grips tenaciously. Mid-corner bumps are happily swallowed and the Model 3 feels precise and rock-solid in wet conditions too.

That said, the Model 3 is jiggly at low speeds and firm at all speeds, shaking off rippled bumps well but unable to isolate sharp imperfections in the road quite as effectively.

It’s not a deal-breaker, but it does reinforce the thinking that the Model 3 is not just another soft, cushy electric car; it’s more performance-oriented than it most direct EV rivals, in line with premium mid-size sedan rivals like the BMW 3 Series.

Following the Model 3 is the closely related Tesla Model Y, which is also propelled by a 194kW/340Nm motor driving the rear wheels.

Despite the SUV sitting taller than the Model 3 sedan, there’s a tautness to the suspension of the Model Y that instantly reinforces its focus. It’s taller and heavier than its sedan sibling, but it’s also more corner carver than pamperer.

The steering has been engineered to match, with a directness that reinforces the athleticism. The 19-inch tyres deliver on grip and the Y’s relatively low centre of gravity ensures its mid-corner manners are among the best in the SUV class. It relishes a brisk corner entry and hangs on nicely.

Although not jarring, you will feel most road imperfections as the Model Y’s connected chassis goes about its business.

Not far behind the Tesla twins is the Polestar 2. While the front-drive 170kW/330Nm Polestar has more weight over its nose than the Tesla Model 3 and Model Y, the suspension set-up disguises much of that.

It’s a thoroughly accomplished car through corners and delivers on excitement, as well as refinement and overall solidity.

But the Polestar does so at the expense of ride comfort. There’s more chance of a sharp edge jarring into the cabin and it’ll generally buck a fraction harder, even if it is beautifully controlled.

Following the Polestar is the accomplished 160kW/350Nm Hyundai IONIQ 5 Dynamiq RWD.

The IONIQ 5 tracks neatly into and through corners without surrendering into sloppy body control, and on the limit the Hyundai’s fairly aggressive 20-inch rubber ultimately gives it plenty of grip.

The steering lacks ultimate clarity but isn’t woolly or dead, something that’s appreciated only after the overly-intrusive lane guidance and steering assist is switched off.

However, there is always a sense of weight and size about the IONIQ 5. Rough bitumen can promote shocks into the cabin and the rear wheels can become untethered and go for a walk on corrugated corners.

Perhaps it’s due to the lack of a local chassis tuning program (unlike its Korean sister model, the Kia EV6), but there’s also noticeable vertical and lateral motion as the springs and dampers regain body control after crossing a big depression like a spoon drain.

Behind the IONIQ 5 are two other Korean SUVs, the new-generation Kia Niro EV and the Hyundai Kona Electric.

While the 150kW/255Nm Kia Niro has less torque compared to its short-lived predecessor, that lost pulling power doesn’t impact on the generosity of the EV’s response when you put the boot in. It really is energetic from the moment you press the throttle, and it’s totally fuss-free.

The Niro has a firm but controlled ride, not too much body roll and clean and accurate steering that becomes weightier in Sport mode. It proves a tidy package to punt along a winding road, or to navigate city traffic.

It does have some intrusive lane keeping functions which some drivers will appreciate and others won’t. They are easily turned off at the steering wheel, but the process needs repeating every time you turn the car on.

The Hyundai Kona Electric with its 100kW/395Nm motor is as quiet as you would expect for an EV – except for the droning pedestrian warning sound – and it rides comfortably too.

While the Kona is not the most engaging to drive, it’s competent through corners and the steering is relatively responsive. It’s benign, rather than great, which makes a big difference when set against the best EVs in the business.

The Lexus UX 300e does what EVs do best. With its 150kW/300Nm motor, it accelerates with real energy from a standing start and does it quietly and smoothly.

The UX handles cleanly and nimbly and steers quickly and pointedly, albeit with a suggestion of torque steer (a tug on the tiller when accelerating) in corners.

The ride is perhaps a little stiff-legged because of the need to control extra weight, but the tuning is good and the comfort level acceptable.

Next up for driving performance are three models that are evenly matched in the rankings but have different areas of emphasis – the MG ZS EV, MINI Electric and Nissan LEAF.

The MG ZS EV will execute the daily driving duties required by most buyers quite well, but simply doesn’t have the same degree of refinement or finesse of other higher-ranked electric cars gathered here.

The 130kW/280Nm motor in the Chinese brand’s small SUV lacks refinement, however, once you’re up to speed in the ZS any noise or vibration smooths out.

The ZS EV rides on 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 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 underdamped.

As you might expect, it’s a different experience in the MINI Electric, which remains faithful to the British brand’s heritage with ample driver engagement and peppy performance from the 135kW/270Nm motor.

The ride of the MINI EV is on the choppy side, but it’s 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 model that’s still sporty but not aimed directly at a traditional hard-core hot hatch buyer.

Although the MINI has a short 233km range, that doesn’t mean you don’t get to enjoy it. Floor the accelerator and the MINI Electric hatch provides immediate response. There’s zero hesitation and the acceleration is vibrant and effectively linear.

The Nissan LEAF ranks alongside the MINI but is not built for sheer driving pleasure; it’s more an EV to be praised for its refinement than dynamic ability and engagement.

For those who like a gentle, relaxed EV ride and don’t want a car that talks back at them, the latest LEAF is just the ticket.

Although one of the slowest in the group, the 110kW/320Nm motor in the regular LEAF (the more expensive LEAF e+ produces 160kW/340Nm) should prove punchy enough to please most drivers.

Its roadholding is quite secure, yet the steering lacks the feel and response of the better electric cars here. The brake pedal is firm but, like most EVs with regen braking, not all that communicative.

That brings us to the lowest-ranked EVs on test: the BYD Atto 3 and Mazda MX-30 Electric.

We had high expectations for the new BYD Atto 3, but as it turns out the driving experience in the fledgling Chinese brand’s first EV to launch Down Under is arguably its weakest link.

Unusually for a car that was developed as an EV from the ground up, the Atto 3’s electric motor drives the front wheels and it has trouble getting the 150kW of power (and 310Nm of torque) down to the ground under anything other than mild acceleration.

A vigorous right foot simply produces unwanted chirp and skip from the front tyres, throwing the driver into a cautious state of mind and perhaps for good reason, as driving with any degree of enthusiasm brings only disappointment in the form of body roll through corners, average roadholding and slow and mushy steering.

There’s a suppleness to the Atto 3’s suspension, which makes for easy around-town running, but the emphasis here is clearly on comfort over any semblance of athleticism.

As Mazda’s first electric car in Australia, the MX-30 EV also brought with it high expectations of all-round excellence from the Japanese brand. Ultimately, however, it just isn’t in the same league as its major rivals.

As we’ve mentioned above, this is partly due to the limited driving range and the need for more frequent recharging of its small 35.5kWh battery, while acceleration from its 107kW/271Nm electric motor is also slower than anticipated.

City commuters may well find the Mazda EV’s get-up-and-go is sufficient, while further afield the MX-30’s sound chassis contributes to relatively surefooted handling.

But the suspension could be better resolved for Australia’s typically poor road conditions, lacking the compliance found in rivals such as the Kona Electric and Niro EV.

That’s a measure of what it takes to be one of the Best Electric Cars in our fast-changing auto landscape, which is welcoming all-new and evermore accomplished EVs – from established brands and newcomers alike – at frequent intervals.