Best Electric Car 2023

Electric cars now make up close to eight per cent of all new-vehicle sales, representing a huge burst compared to last year – and every year before that.

There are now well over 100,000 EVs on Australian roads, and in some market segments – including the top-selling mid-size SUVs – EVs are accounting for substantial sales volume.

Which makes the carsales Best Electric Car award all the more exciting for 2023.

New and upgraded models means there’s more choice than ever for those looking to go electric.

The federal government’s fringe benefits tax (FBT) exemption provides a further incentive as interest in EVs continues to gather pace.

More public charging stations and state government incentives are helping take the sting out of the premium prices that often accompany electric vehicles.

And new affordable models are finally providing the electric firepower to take on the best of the internal combustion engine (ICE) breed.

We’ve plucked the best of the best for the ultimate EV showdown to determine where you’re best diverting your money in the quest for an electric car.

Best Electric Car 2023 – Contenders

There’s no shortage of newcomers knocking on the door of carsales’ Best Electric Car for 2023. Brands such as Cupra, Lexus and Ford have finally entered the EV space, while Tesla, BYD, Polestar and Volvo continue to build on their solid sales base.

Unlike other carsales Best Car awards, the Best Electric Car 2023 covers a broad range of market segments – and a vast price spread.

All up there are now more than 50 EVs on the Australian market, priced from less than $40,000 to almost 10 times that amount.

We’ve whittled it down to six of the best, either new or updated for 2023.

That’s why the Kia EV6 – which was carsales’ overall Car of the Year in 2022 – isn’t among this field, while the Best Electric Car winner from last year, the Tesla Model 3, just failed to make the cut as a significantly updated model is due soon.

That makes the Tesla Model Y effectively our carryover champion, albeit one that’s had minor tweaks in that very Tesla way (small updates accompanied by little fanfare).

It’s one of the many EVs slotting into the sweet spot of the electric car market below around $80,000, which is where our focus is for this year’s awards.

It also means our finalists slip below the luxury car tax threshold for EVs ($89,332) that forms the upper limit for the government’s FBT exemption that can save thousands of dollars each year.

We’ve also snuck the recently updated Polestar 2 (Model Year 2024) into the testing, following its switch from front- to rear-wheel drive.

The updated Hyundai IONIQ 5 went on sale last year but narrowly missed testing in our 2022 awards, which coincide with World EV Day, making it eligible for 2023.

Then there’s the Cupra Born, which has tried to inject some hot hatch EV spice into the $60K sweet spot of the market.

Our final two contenders for Best Electric Car 2023 play at the entry level to the category, each priced below $40,000 before on-road costs.

The GWM Ora and MG4 are both five-door hatchbacks with eyes on the popular market segment dominated by the likes of the Toyota Corolla and Mazda3.

Best Electric Car 2023 – Verdict

6. GWM Ora

It may be affordable, but the 2023 GWM Ora finished at the tail end of carsales’ Best EV when it came time for judging.

In some ways that speaks to the depth of the market, because the Ora has its endearing qualities, including a cheeky yet functional design that happily accommodates four people – or five at a pinch.

Plus the electric motor keeps things bubbling along nicely.

A long list of equipment cements the value equation for an EV that could play its part reshaping the market for city hatchbacks. And, of course, there’s that tempting price tag.

Ultimately, though, it’s the lacklustre front-drive dynamics and sub-standard driver assist systems that let the Ora down. A short driving range for the entry-level model also doesn’t help, while the higher price tag of our Extended Range hurts too.

But the foundations are there. And for those chasing an affordable EV that gets the basics right, the GWM Ora ticks a lot of boxes.

2023 GWM Ora Extended Range at a glance:
Price: $45,990 (plus on-road costs)
Powertrain: Single motor, front-wheel drive
Output: 126kW/250Nm
Transmission: Single-speed reduction gear
Battery: 63kWh
Range: 420km (WLTP)
Electricity use: TBA
Safety rating: Five-star (ANCAP 2022)

5. MG4

Even in entry-level Excite guise, the 2023 MG4 is an engaging and peppy five-door hatch that beautifully leverages its rear-drive layout.

While it’ll happily trundle around town with the sort of effortless enthusiasm that ICE vehicles can’t match, it’s also ready to carve up some corners when the road starts snaking.

Of course, it doesn’t help that the MG4’s driving range is short, forcing buyers to pay more to get a car that’s better prepped for road trips.

It’s also one of the most skimpily equipped EVs on the market, something that takes the shine off its Best Electric Car chances for this year.

That said, for those looking for a fun-to-drive all-electric hatch, the MG4 brings plenty to the table.

2023 MG4 Excite 51 at a glance:
Price: $38,990 (plus on-road costs)
Powertrain: Single motor, rear-wheel drive
Output: 125kW/250Nm
Transmission: Single-speed reduction gear
Battery: 51kWh
Range: 350km (WLTP)
Electricity use: 18.4kWh/100km
Safety rating: Five-star (ANCAP 2022)

4. Cupra Born

If driving enjoyment is your number-one aim with an EV, then catapult the 2023 Cupra Born to the head of the class.

OK, so it struggles to live up to the hot hatch positioning, but dynamically it’s an accomplished five-door hatch that provides a counterpunch to the bigger-and-sensible EVs that dominate at this price level.

That Cupra manages to infuse it with a semblance of everyday comfort talks to the talent of what’s going on beneath the skin.

But the Born is not perfect. We’d appreciate more gear for the money – and more grunt. And some of the options come with compromises that make it a tad less tantalising.

To those buyers wanting an engaging and enjoyable sporty hatchback, they may be minor quibbles. But in the cut and thrust of Best Electric Car testing, they take their toll.

2023 Cupra Born at a glance:
Price: $59,990 (plus on-road costs)
Powertrain: Single motor, rear-wheel drive
Output: 170kW/310Nm
Transmission: Single-speed reduction gear
Battery: 77kWh
Range: 511km (WLTP)
Electricity use: 17.0kWh/100km
Safety rating: Five-star (ANCAP 2022)

3. Polestar 2

Never before has a mid-cycle facelift delivered such a fundamental – and welcome – change to a new car as it has with the 2023 (MY24) Polestar 2.

You can thank the compact packaging and relative simplicity of an electric drivetrain for that one, with the rear-drive dynamics turning an athletic EV into one that now better harnesses more power and ups the cornering excitement.

Polestar has also built on the luxury, quality and attention to detail that have formed an important part of the appeal of the still-fledgling premium brand.

But the Polestar loses points for its interior packaging. It’s the only car here relying on the architecture of an ICE vehicle, something that shaves crucial centimetres off occupant sprawling space.

And despite the improvements to dynamics, we’d still like more finesse in the suspension tuning to help it better realise the goodness within.

2023 (MY24) Polestar 2 Long Range Single Motor at a glance:
Price: $71,400 (plus on-road costs)
Powertrain: Single motor, rear-wheel drive
Output: 220kW/490Nm
Transmission: Single-speed reduction gear
Battery: 82kWh
Range: 655km (WLTP)
Electricity use: 14.8-17.2kWh/100km
Safety rating: Five-star (ANCAP 2021)

2. Hyundai IONIQ 5

It’s a former carsales Car of the Year winner and an EV that continues to impress us every time we slide behind the wheel.

Even when parked, the Hyundai IONIQ 5 is the sort of car that does so much right. And in 2023 guise, the IONIQ 5 is as convincing as ever, with more equipment.

Throw in a genuinely spacious cabin and lashings of gear and the IONIQ 5 delivers on substance.

But the steep price of entry hurts its chances here. Yes, we’re used to EVs with a premium price tag, but the fruit-laden entry point is far from an entry point for a mainstream brand.

Another bugbear is a chassis tune that could do with more control over bumps. It’s soft and compliant but sometimes lunges around when it should really settle.

2023 Hyundai IONIQ 5 at a glance:
Price: $72,000 (plus on-road costs)
Powertrain: Single motor, rear-wheel drive
Output: 168kW/350Nm
Transmission: Single-speed reduction gear
Battery: 72.6kWh
Range: 481km (WLTP)
Electricity use: 16.8kWh/100km
Safety rating: Five-star (ANCAP 2021)

1. Tesla Model Y

The 2023 Tesla Model Y is the top-selling EV in Australia and it’s easy to see why.

Clever interior packaging, an efficient and useful electric drivetrain and industry-leading tech make the five-seater a genuine alternative to ICE vehicles. The ability to tap into the Tesla-specific charging network adds to the appeal.

Throw in sharp pricing that undercuts key rivals and the Model Y stands tall in this contest.

Recent updates have also addressed one of our biggest gripes previously: how it drives.

There’s still room for improvement, especially with interior ambience and the finer points of dynamics.

But the Model Y’s consistency across our Best Electric Car 2023 criteria means it’s not enough to knock it off the top step of the podium.

2023 Tesla Model Y at a glance:
Price: $65,400 (plus on-road costs)
Powertrain: Single motor, rear-wheel drive
Output: 194kW/340Nm
Transmission: Single-speed reduction gear
Battery: 60kWh
Range: 455km (WLTP)
Electricity use: 15.7kWh/100km
Safety rating: Five-star (ANCAP 2022)

So, how did each contender for carsales Best Electric Car 2023 score across our major categories: safety, technology, comfort and convenience, driving performance and ownership costs?

Let’s take a closer look. We’ll also drill into charging and how each fares with keeping the battery topped up.

Best Electric Car 2023 – Safety

All six contenders for carsales Best EV 2023 boast a maximum five-star ANCAP rating and have a solid suite of active safety systems, including autonomous emergency braking (AEB) with cyclist and pedestrian detection, driver fatigue monitoring and lane keep assistance.

Each of them also get three top tether points in the rear for child seats as well as two ISOFIX points in the outer rear positions.

But dig deeper and there are things that separate them.

The Tesla Model Y does without rear cross traffic alert, for example, instead relying on its super-clear cameras to alert you to what’s behind.

In Excite guise, the MG4 also lacks rear cross traffic alert and blind spot warning, the only one here lacking that latter feature. The MG4 is also the only one without a centre airbag to separate front seat occupants.

The Tesla wins back points with the ability to use those external cameras as a dashcam. Plus, the remote connectivity allows monitoring from afar; it’s a handy feature if you’re parked in a dark backstreet.

And like the Polestar, the Tesla can automatically call emergency services in the event of a crash.

The Tesla and Cupra are also the only two with AEB covering all legal speed zones in Australia (the Hyundai tops out at 100km/h while the Polestar, GWM and MG are each limited to around 80km/h).

1eq. Polestar 2 Long Range Single Motor – 18/20
1eq. Hyundai IONIQ 5 Dynamiq – 18/20
1eq. Tesla Model Y RWD – 18/20
4. Cupra Born – 17/20
5. GWM Ora Extended Range – 16/20
6. MG4 Excite 51 – 15/20

Best Electric Car 2023 – Technology

EVs can often do things differently, something on display with our contenders for Best Electric Car 2023.

For example, three of them – the GWM Ora, Polestar 2 and Tesla Model Y – do without a start button or ignition. Simply sit inside, select Drive and you’re ready to motor.

The Tesla even does without a key altogether, instead allowing owners to set up their smartphone as the point of entry. It’s a new way of thinking and indicative of the innovation the American brand is known for.

It’s also the start of what is a hands-down winner here with the Tesla Model Y.

That’s perhaps no surprise given Tesla often acts more like a tech giant than a car company. The Model Y gets inbuilt arcade games, the ability to stream video services, inbuilt music streaming apps, a terrific smartphone app for remotely connecting to the car and one of the best sound systems on any new car.

There are also over-the-air software updates in the Model Y and some surprise-and-delight features that are somewhat useless but a bit of fun nonetheless (a lightshow, for example – or you can turn the indicator clicking into fart sounds… the kids love it!).

The Tesla does without Apple CarPlay and Android Auto connectivity – as available on most new cars, and all other contenders here – but it partly makes up for it with fantastic phone integration and a native navigation system with a user-friendly interface.

The lack of an instrument cluster is a sore point for many, instead forcing the driver to tilt towards the upper right corner of the 15.4-inch touch-screen that dominates the dash.

Next car brimming with tech is the Polestar 2 – and its smarts come partly courtesy of Google. Rather than develop its own in-house system, Polestar handed the infotainment architecture over to Android Automotive (which is more advanced and all-encompassing than regular Android Auto).

That means there are various Google apps as part of the tiled interface on the 11.2-inch screen. But you can also dip into the Google Play Store to add third-party apps, adding to its usefulness.

That native Google functionality in the Polestar 2 not only means one of the better voice-controlled systems here, but also the ability to get the car talking to your Google Home, allowing you to remotely open devices by talking to the car.

The Polestar also does one of the best jobs of integrating a modern and functional touch-screen with traditional buttons and dials. Throw in a connected app and OTA updates and the Polestar has lots to like for those into their tech.

That said, there are also things left to the options list. Adaptive cruise control, for example, is part of the Pilot pack ($3500), which also incorporates driver monitoring (the Polestar 2 is the only car here where those two features aren’t standard).

If it’s tech you’re pining for then the Hyundai IONIQ 5 screams it from the second you sit inside. Twin 12.3-inch screens sprawl across the dash and the look and feel is all about modern and edgy (the plus and minus signs on the pedals attest to that).

It’s also the only one here with a head-up display to project key information on a virtual space above the bonnet.

We’d prefer more adjustability to the digital instrument display; instead, when you change the drive modes it mildly alters some of the minor readouts as well as changes the colours. Perhaps a different layout altogether given the spread of pixels?

That’s particularly pertinent given the digital speedo occasionally threatens to hide behind the steering wheel. The head-up display is a partial saviour although it’s foiled by polarised sunglasses.

The IONIQ 5’s central display is more logical and customisable. Swipe and slide functions allow you to easily access the key menus and finding your way in and out is easy. Fixed buttons in the centre console make it easy to adjust the ventilation.

But the IONIQ 5 still doesn’t have Bluelink remote connectivity being rolled out across other Hyundais. Blame it on the model cadence of the IONIQ 5 (it’s on the fresher IONIQ 6 sedan, for example) but rest assured it’s on its way.

With the Cupra Born, it’s clear style has been a focus in the cabin, although there’s also digital substance to back it up. The compact digital instrument cluster dishes up the basics, for example.

But there are hiccups. In the quest to save money on switches, Cupra designers have included a button on the driver’s door to toggle between operating the front windows and the rears. Yes, it really is as sub-optimal as it sounds…

It’s a similar deal with the Born’s 12-inch central infotainment screen. Sure, it’s crisp and clear and ultimately unlocks plenty of functionality, but it occasionally buries basic features in menus rather than having them at your fingertips. Want to adjust the air flow beyond mere temperature control? You’ll be diving into menus.

Plus, there are slider controls for the audio volume and it’s easy to occasionally graze the one on the steering wheel with your palm, leading to warnings and a temporary alert on the main screen.

Like the GWM Ora and Hyundai IONIQ 5, the Cupra Born also misses out on remote connectivity and software updates.

The Ora is a mixed bag. For its modest ask there’s a lot going on, including dual 10.25-inch screens. There’s no inbuilt navigation, but with Apple CarPlay and Android Auto it’s easy enough to dial up the latest maps.

Similarly, having an AM radio tuner is rare in the EV world (the antennae need to be heavily shielded from electrical interference, so most car-makers just delete AM altogether), yet for the Ora there’s no DAB+ digital radio tuning.

And there are also some functionality issues lurking the longer you live with it. Drive slowly, for example, and the side view camera shows you how close you are to the gutter, which is great in theory except it also momentarily takes away the ability to lower the volume.

It’s the sort of thing that can hopefully be addressed swiftly with revised software, but for now it’s a gripe that keeps niggling.

Finally, it’s the MG4’s turn, and here it’s easy to see where money has been saved.

The platform that houses a wireless phone charger on more expensive models is no more than a shelf in the Excite – minus the ability to charge devices. And while there are four speakers, they sound thin and cheap and are all mounted up front, leaving those in the rear tune-less.

The MG4 also does without some of the snazzy graphics of others on its twin screens; the 7.0-inch display in front of the driver is okay, while the 10.25-inch screen in the centre has the sort of graphics that look like they’re from an old-school computer game.

At least it’s easy to navigate, although we found the screen occasionally laggy.

1. Tesla Model Y RWD – 19/20
2eq. Polestar 2 Long Range Single Motor – 17/20
2eq. Hyundai IONIQ 5 Dynamiq – 17/20
4. Cupra Born – 15/20
5. GWM Ora Extended Range – 14/20
6. MG4 Excite 51 – 13/20

Best Electric Car 2023 – Comfort and Convenience

It may be small on the outside, but the cabin of the GWM Ora is surprisingly spacious – more so when compared to ICE hatchbacks with a similar footprint.

The flat floor in the back seats and high-ish roof means even adults should be comfortable. It does without rear air vents, though, in a rare sign it’s been built to a price.

Elsewhere, the Ora is nicely appointed. The fake leather is convincing, the chrome highlights liberally applied and plastics are of a high quality. Don’t go looking for GWM badges, though, because the exclamation mark on the steering wheel signifies Ora, which is used as a sub-brand in some overseas markets (here it falls in under the GWM banner, which also houses Haval and Tank).

In price and principle, the MG4 is attacking a similar market to the Ora, although perusing the cabin would have you think otherwise.

Sure, the finishes are of a respectable quality – blue stitching is a nice touch – but it’s basic rather than enticing. And the more you poke around the more you realise what’s missing. No rear air vents, no wireless phone charger, no rear speakers and no power seat adjustment. As we said, it’s all about the basics.

In the rear of the MG4, headroom will be an issue for taller people. But for kids and average adults it’ll be fine. It also helps that the floor is mostly flat, so foot and knee room is thoroughly respectable.

Stepping into the Cupra Born is like being teleported into a world where sci-fi fuses seamlessly with tradition.

Interesting textures and grains – including a carbon-fibre-like mesh on the steering wheel – and the brand’s trademark copper highlights make for a sporty yet classy flavour. It’s very in keeping with the sporty positioning, too.

The Cupra also does well providing space for its occupants, albeit with trimmed-down headroom in the rear. Storage is marginal, though; the glove box is narrow and the boot compact.

It’s the opposite in the Hyundai IONIQ 5, which despite its hatchback-esque silhouette opens into a vast cabin that’ll easily house five people. It’s a broad space that’ll welcome three across the rear and is backed up with generous legroom throughout.

The console between the front occupants can slide back and forth depending on where you want the arm rest and cavernous lower storage binnacles (it’s a lean to reach them). It’s telling that the Hyundai does without overt Hyundai branding – or the H logo – inside. Instead, the steering wheel has four dots on it and the cabin is more about wow factor than ‘Hyundai’.

And there’s not much traditional inside. A plethora of recycled finishes and modern surfaces sets the scene for a car that’s more about fresh and modern than running with the pack.

The Polestar 2 kicks things up a notch with its interior presentation. Every stitch of material and shard of plastic is at luxury levels, raising the overall ambience. It’s the only one here that provides a genuine upmarket vibe.

And while the Polestar doesn’t arrive in its standard guise with a spectacular level of equipment, there are option packs that can soon sort that out.

Ours was fitted with the Plus pack ($6000), for example, which adds things such as a Harman Kardon sound system, heated steering wheel, heated rear seats, full electric operation of the front seats and a panoramic sunroof. While you could argue some of those should be standard – especially when a Tesla is brimming with gear – it’s again the attention to detail that wins points for the Polestar.

Less impressive is the space. The Polestar 2 is the only car here based on the architecture of an internal combustion engine (ICE) vehicle. So placement of the battery pack, motors and other EV controllers has been adapted to that platform rather than optimally placed.

Of course, it’s the exact opposite for Tesla, which set the template for designing a car around an optimised electrical architecture.

The Model Y isn’t gargantuan from the outside by any measure, but there’s Tardis-like space inside. Headroom in all five seats is terrific, in part because the back seat cushion is quite low, in turn making it trickier for smaller people to see around the backs of the front seats (travel sickness anyone?).

The Model Y’s boot looks okay in isolation, but gets more useful courtesy of the 40/20/40 split-fold feature that allows surfboards and other long items to poke into the cabin while retaining four outer seats. Plus, once you lift the floor you uncover a cavernous hole that further expands luggage space.

Throw in the under-bonnet ‘frunk’ – something also in play on the Hyundai and Polestar – and it’s clear a lot of thought has gone into carrying people’s gear.

And despite the minimalist interior there’s a lot lurking beneath the surface with the Tesla Model Y. Heated seats and steering wheel, powered tailgate and that expansive panoramic sunroof all add to what is a convincing package.

1. Hyundai IONIQ 5 Dynamiq – 19/20
2. Tesla Model Y RWD – 18/20
3eq. Cupra Born – 16/20
3eq. Polestar 2 Long Range Single Motor – 16/20
5. GWM Ora Extended Range – 15/20
6. MG4 Excite 51 – 14/20

Best Electric Car 2023 – Driving Performance

Electric cars have one big advantage over any petrol or diesel machine: how they respond to throttle inputs and apply their torque.

It comes down to the way an electric motor works, making its maximum torque from the second you step on the accelerator, rather than having to wait for revs to build and – in some instances – a turbo to start spinning. Plus, electrons move faster than fuel.

All of which means even the least-powerful EV in carsales Best Electric Car 2023 still has the sort of zip makes it easy to live with around the suburbs.

The MG4’s single motor makes 125kW and 250Nm and shifts the compact but nuggetty hatchback body swiftly. There’s an effortlessness to progress and it’s helped by the drive going to the rear wheels, something that leaves the fronts to do their steering thing.

Ultimately that rear-drive layout has a big impact on the personality of the MG4. It’s no sports car, but it’s an engaging and playful car to punt around and one that is surprisingly capable once you dial up the pace, in part because it’s easy to harness all the e-motor can give.

Grippy Continental tyres help and while the suspension tends towards firm, it’s more than acceptable for daily running.

Shifting to the GWM Ora is a different story. Its 126kW/250Nm outputs are almost identical to the MG’s, but the way it uses them is very different, mainly because the drive is sent to the front wheels.

And it doesn’t take much enthusiasm with the right foot to realise it’s challenged. Accelerate when cornering, for example, and the Ora’s inside wheel can easily break traction, triggering the traction control to life. It’s amplified on a wet road.

The Ora also wallows around through bends, the soft suspension overwhelmed by any semblance of pace. Yet at the same time there’s some tyre noise and the suspension picks up niggling bumps that take the edge of suburban comfort.

All of which leads to a car that struggles to deliver confidence. It’s fine trundling around town, less so on the open road.

No such qualms with the Hyundai IONIQ 5, which we’ve tested here in rear-drive Dynamiq trim. Riding on 19-inch Michelin tyres it’s a car that munches up country miles, the long wheelbase helping minimise pitching and the supple suspension moulding over bumps.

But that suspension could do with more control, occasionally rebounding more dramatically than it should. It’s more of an issue over larger upsets, but it takes the edge off the inherent goodness built into the IONIQ 5 platform.

Elsewhere, the Hyundai is solid, its 160kW/350Nm motor providing respectable – just – thrust. Sport mode is a tad too sensitive with throttle inputs but in more relaxed settings there’s still ample pull and an athleticism in keeping with the fun demeanour.

Jumping into the Polestar 2 reinforces how much an electric car can change in what was theoretically a relatively minor update. The move to reposition the motor from the front to the rear in single-motor models has transformed the mid-size hatch.

With outputs at 200kW and 490Nm (or 220kW/490Nm for the Long Range we’ve tested here), the Polestar 2 isn’t lacking in pull, the additional punch coming as part of the recent MY24 update. But it’s the change in power delivery that makes the biggest difference.

Michelin rubber provides ample grip and separating the steering and driven wheels maximises the tyres’ capabilities. Whereas previously the Polestar could be left wanting when firing out of tight corners, it now hunkers down and more confidently gets the job done.

There’s the occasional awakening of the handling electronics when you’re pushing on, but it’s all fairly benign and well metered. In short, the Polestar was always good to drive; now it’s great.

But there are caveats. As before, the Polestar 2 has firm suspension that nicely controls the body. But it can take the edge off outright comfort, especially on sharp imperfections. There’s also some booming from the suspension that detracts from the cabin serenity.

Another one with firm suspension is the Tesla Model Y, although it’s softened off since we last put it under the Best EV microscope.

From around April 2023, Tesla started fitting what they call Comfort Suspension. Think of it as something slightly more supple, albeit still with the tautness that’s inherent in Teslas. The Model Y also has very direct steering, to the point where you need to recalibrate before winding on lock.

This mildly tweaked Model Y also has a rear parcel shelf to cover the load in the boot. But its usefulness goes way beyond that, with that thin shield also containing some of the rear suspension noise and tyre roar that previously emanated into the cabin.

Performance-wise, the 194kW/340Nm Model Y is good without being great. It’ll out-accelerate any ICE SUV around this money, but by EV standards it’s acceptable rather than exciting (keeping in mind it’s the slowest Tesla ever).

Plus, you need to adapt to the aggressive regenerative braking that helps the Tesla achieve impressive efficiency numbers. Unlike other EVs, there’s no adjusting how much it automatically regens (or brakes) when you’re decelerating, so it requires more finesse with your right foot when lifting off.

For driving enjoyment and talent, though, look no further than the Cupra Born.

The newcomer brand has the muscle of Volkswagen behind it, so it’s perhaps no surprise that dynamic nous was clearly high on the Born’s development agenda. It starts from the second you slide into the driver’s seat, which hugs in the right places and gives access to a suitably tactile steering wheel.

That steering wheel forms the foundation of its driving goodness, instilling confidence and composure, while 19-inch tyres provide decent grip; our previous experience with the optional 20-inch rubber – and matching adjustable dampers – reaffirms it’s the better combination for those who value handling talent.

Still, even in basic guise the Born impresses. The ride tends towards firm but excellent body control ensures there’s no unwanted rollicking. It sits nicely mid-corner and recovers quickly over lumps, making sub-standard roads that little bit easier.

The rear-drive layout helps with that cornering poise, while also maximising the modest 170kW/310Nm on offer. Cupra likes to think of the Born as an electric hot hatch, although the reality suggests that’s stretching the marketing message slightly.

Still, it’s fun and engaging – and for those yearning for an EV that has some driving pep then the Born is a welcome addition to the EV party.

1. Cupra Born – 19/20
2. Tesla Model Y RWD – 18/20
3. Polestar 2 Long Range Single Motor – 17/20
4eq. Hyundai IONIQ 5 Dynamiq – 16/20
4eq. MG4 Excite 51 – 16/20
6. GWM Ora Extended Range – 13/20

Best Electric Car 2023 – Charging

EV charging is something of a minefield given the variables surrounding what’s doing the charging, the vehicle’s current state of charge and even the ambient temperature.

That’s for DC fast-charging, which won’t be the main charging game for most EV owners.

It’s the home AC charging that will be more common. And not much varies with AC charging. All our contenders except the MG4 can charge at up to about 11kW, with the MG4 pegged at 6.6kW.

It’s the Tesla Model Y that wins in terms of how many kilometres of driving range you can add for each hour of charge. The Tesla also holds up well with faster DC charging, in part because the car can pre-prepare the temperature of the battery to accept a fast charge. Expect to add something like 350km of range in about 25 minutes, maybe a tad more.

And, of course, you have access to the entire Tesla charging network, something that can’t be sneezed at when you’re away from home and need electrons.

Next best is the Hyundai IONIQ 5, which can pile on 300-odd kilometres of range in less than 18 minutes – that’s quick. It also has the highest peak DC charge rate, at about 230kW.

The Polestar 2 also does a quick 10-80 per cent charge in less than 30 minutes, while the MG4 stretches that out – and the GWM Ora Extended Range takes more like 50 minutes.

Two of our contenders – the MG4 and Hyundai IONIQ 5 – support vehicle-to-load (V2L), which allows anything that plugs into a home power point to be powered directly from the car. There’s a catch with the MG, though: you need to purchase hardware to enable that V2L functionality.

One other consideration... Keep in mind that you’ll need some sort of home charger if you’re buying a Tesla, because it’s not supplied with any way of charging the car. And with the Cupra you’ll also need to install a home wallbox or adapter that can utilise the supplied Type 2 to Type 2 cable.

The MG4, GWM Ora, Polestar 2 and Hyundai IONIQ 5 all come with a charger for a home power point, which should add around 10km of charge per hour.

Finally, you need to consider the battery chemistry. The GWM, Cupra, Polestar and Hyundai also use NMC, or nickel manganese cobalt batteries, which for everyday driving prefer to be topped up to only 80 or 90 per cent (it’s all about maximising the longevity of the battery).

You can still take them to 100 per cent occasionally, but the recommendation is to only do that prior to a road trip or a longer journey.

LFP, or lithium ferrous phosphate batteries, on the other hand – as used in the entry-level MG4 and Tesla Model Y, as well as the Standard Range version of the GWM Ora – can be regularly topped up to 100 per cent, giving you everyday access to the full driving range.

Best Electric Car 2023 – Ownership Costs

EVs generally don’t come at bargain-basement prices – battery packs are expensive! – but they start paying you back in savings as soon as you drive it away.

Electricity costs are a big one for that. But if you’re charging from home then the cost of keeping the car moving is likely to be around $700 a year (over 13,000km), or a lot less if you’re on solar or have an electricity plan geared towards EVs.

And the difference between the best (Polestar 2) and worst (MG4) in this list amounts to a little over $100 per year.

In other words, the difference in the cost of electricity is tiny in the overall running costs calculations, which encapsulate servicing, insurance, registration and the biggie: depreciation.

Yep, the value a car loses over the years has the biggest impact on what it’ll cost to park an EV in your driveway.

And while the most affordable EVs may be the easiest to get into from an outright cost perspective, the experts at RedBook estimate they’ll be hit among the hardest when it comes time to step out of them years down the track.

Sure, you’ve got less money invested in them in the first place, but as a percentage of that purchase price it can potentially add up.

So, while the MG is listed at only $38,990 plus on-road costs, the forecast is you’ll lose a chunk of that in depreciation. The MG also has an expensive service (upwards of $900) every four years, which adds to those costs. Plus, it’s light-on for equipment; there’s only single-zone ventilation, for example, and no wireless phone charging.

All of which can be solved by buying more expensive variants, at which point the MG4 loses some of that affordable appeal.

The GWM Ora is a fraction more expensive on paper, at $39,990 plus on-roads – although the car we’ve tested here gets a larger battery (with a different battery chemistry) and leaps up to $45,990 plus ORCs. But GWM has packaged up extremely competitive $99 annual services, something that saves you plenty over the early years of ownership.

The Ora also comes with a long list of standard gear. That said, it’s got sub-par forecast residual values, something that will shade those low servicing costs in the long run.

The Cupra Born is pricy by compact hatchback standards but it’s playing in the sweet spot of the EV market – and brings sass to the segment while undercutting other electric cars that are selling on substance rather than price.

Throw in solid resale forecasts and sensibly priced servicing and it makes for a car that should look after your hip pocket in the long run.

Similarly, the Polestar 2 comes with good ownership credentials and they get better when you realise all servicing costs are included for the first five years. It’s not the cheapest car here – especially once you go ticking boxes for options – but the presentation suggests there’s value in there.

The Hyundai IONIQ 5 also comes with solid residual expectations, although servicing – while still sharp by ICE vehicle standards – is the most expensive here.

For keeping ownership costs down, the Tesla Model Y comes out on top. That’s mainly because of extremely good resale forecasts. Teslas have always been strong on the used car market and RedBook forecasts the brand will continue to be the EV gold standard.

While Tesla doesn’t have fixed service intervals or pricing, it does have a reputation for being the most affordable to service, with a cabin air filter, tyre rotation and brake fluid replacement the biggest impost.

By far the biggest letdown with the Tesla Model Y is the sub-standard four-year/80,000km warranty. It means anything major that fails after that could end up being expensive.

And because it’s not supplied with a charging cable of any sort, you’ll need to budget for one of those prior to taking delivery.

1. Tesla Model Y RWD – 19/20
2eq. Hyundai IONIQ 5 Dynamiq – 17/20
2eq. Polestar 2 Long Range Single Motor – 17/20
2eq. MG4 Excite 51 – 17/20
5eq. Cupra Born – 16/20
5eq. GWM Ora Extended Range – 16/20

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