Price, power, efficiency, range – everything you need to know is here



There’s just the one body style, and just the one powertrain, but three classicall­y Jaguar trim levels. The i-Pace S is £65,620. The SE (from £70,220) and our HSE have the same performanc­e but less range than the S’s claimed 286 miles.

PRICE £74,670 (£89,060 as tested) POWERTRAIN 84.7kWh battery, twin e-motors, all-wheel drive PERFORMANC­E 395bhp, 2133kg, 4.8sec 0-62mph, 124mph EFFICIENCY 2.8 miles per kWh (official), 2.1 miles per kWh (tested), 278-mile range (official), 187-mile range (tested)

TESLA MODEL 3 LONG RANGE AWD Quickest, logically, is the outlandish Performanc­e (3.1sec 0-60mph, 162mph); longest range is the Long Range (374 miles); cheapest is the RWD (£45,990) – but that’s still pretty lively (5.8sec) and frugal (305 miles on a full charge).

PRICE £49,990 (£54,490 as tested) POWERTRAIN 82kWh battery (est), twin e-motors, all-wheel drive PERFORMANC­E 430bhp (est), 1830kg, 4.2sec 0-60mph, 145mph EFFICIENCY n/a miles per kWh (official), 3.8 miles per kWh (tested), 374-mile range (official), 361 miles (tested)

MERCEDES-BENZ EQS 450★ AMG LINE PREMIUM Most ‘affordable’ EQS is the 450★ AMG Line, from £102,160; most expensive are the AMGs – 649bhp, 701lb ft, 3.8sec 0-62mph, 155mph – at £157,160. Best range for a 450★ is 453 miles; for a 53★ a still-impressive 358 miles.

PRICE £106,995 (£106,995 as tested) POWERTRAIN 107.8kWh battery, twin e-motors, all-wheel drive PERFORMANC­E 328bhp, 2405kg, 6.2sec 0-62mph, 130mph EFFICIENCY 5.18-5.88 miles per kWh (official), 3.3 miles per kWh (tested), 443-mile range (official), 356-mile range (tested)


RWD single-motor versions, from £40,945, offer the best range, 328 miles, with 7.3sec 0-62mph accelerati­on and 114mph from 225bhp. AWD Dual Motor’s official range figure drops to a still-hardly-shabby 300 miles in some trims.

PRICE £51,945 POWERTRAIN 77.4kWh battery, twin e-motors, all-wheel drive PERFORMANC­E 321bhp, 2090kg, 5.2sec 0-62mph, 114mph EFFICIENCY 3.8 miles per kWh (official), 3.0 miles per kWh (tested), 300-mile range (official), 232-mile range (tested)


Non-GT options involve RWD and AWD in Standard Range and Extended Range guises, starting at £42,530, with the best range of 379 miles coming in the form of the £47,580 RWD Extended Range. GT is a big step up on price and power.

PRICE £66,280 (£68,425 as tested) POWERTRAIN 88kWh battery, twin e-motors, all-wheel drive PERFORMANC­E 480bhp, 2198kg, 3.7sec 0-62mph, 124mph EFFICIENCY 3.1 miles per kWh (official), 2.6 miles per kWh (tested), 310-mile range (official), 229-mile range (tested)


No alarms and no surprises. The i4 40 is a ‘proper’ BMW; front‘engined’ in its proportion­s, rear-drive and fond of going sideways. i4 range also includes the fast but blunt all-wheel-drive M50, but save your money – the 40 goes further on a charge and it’s better to drive.

PRICE £53,195 (£65,820 as tested) POWERTRAIN 80.7kWh battery, single e-motor, rear-wheel drive PERFORMANC­E 335bhp, 2050kg, 5.7sec 0-62mph, 119mph EFFICIENCY 3.6 miles per kWh (official), 2.9 miles per kWh (tested), 369-mile range (official), 234-mile range (tested)

VOLKSWAGEN ID.3 LIFE PRO PERFORMANC­E Priced from £27k, there are – in theory – five spec levels, three batteries and three power outputs. Quickest is the Max (7.3sec 0-62mph); leggiest is the Tour (340 miles, £38,815). Chip shortage means the Life Pro Performanc­e is the only ID.3 currently available.

PRICE £39,500 (£43,185 as tested) POWERTRAIN 58kWh battery, single e-motor, rear-wheel drive PERFORMANC­E 201bhp, 1737kg, 7.3sec 0-62mph, 99mph EFFICIENCY 4.2 miles per kWh (official), 3.3 miles per kWh (tested), 258-mile range (official), 191-mile range (tested)

POLESTAR 2 LONG RANGE DUAL MOTOR Same body is also offered with single motor and a choice of Standard or Long Range battery. Entry price is £40,900, but an extra £2k gets a handy increase in range, from 294 to 336 miles, with the same power. Bells-and-whistles Performanc­e pack costs £5k.

PRICE £46,900 (£51,900 as tested) POWERTRAIN 78kWh battery, twin e-motors, all-wheel drive PERFORMANC­E 469bhp, 2123kg, 4.4sec 0-62mph, 127mph EFFICIENCY 3.2 miles per kWh (official), 2.1 miles per kWh (tested), 335-mile range (official), 198-mile range (tested)

PORSCHE TAYCAN CROSS TURISMO 4S Range includes saloon, jacked-up Cross Turismo and Sport Turismo bodies. Big battery is a cost option on some variants. £73k rear-drive saloon is the least expensive; the £140k Turbo S Cross Turismo the flagship. Longest range is the 304-mile GTS Sport Turismo.

PRICE £88,270 (£102,961 as tested) POWERTRAIN 83.7kWh battery, twin e-motors, all-wheel drive PERFORMANC­E 563bhp, 2245kg, 4.0sec 0-62mph, 155mph EFFICIENCY 3.0 miles per kWh (official), 2.4 miles per kWh (tested), 309-mile range (official), 201-mile range (tested)


One rear-wheel-drive set-up but two trim options, M Sport (£60,970) or our M Sport Pro. Power and performanc­e are the same, and official driving range is in the region of 280-285 miles, depending on wheel choice. In reality much more than 200 miles is a stretch.

PRICE £63,065 (£64,740 as tested) POWERTRAIN 74kWh battery, single e-motor, rear-wheel drive PERFORMANC­E 282bhp, 2185kg, 6.8sec 0-62mph, 113mph EFFICIENCY 3.3 miles per kWh (official), 2.6 miles per kWh (tested), 283-mile range (official), 198-mile range (tested)


Electric cars are not, as a rule, cheap. But tempting as it is to make a beeline for Porsche’s six-figure Taycan, right now the pulverisin­g POLESTAR 2 is proving there’s entertainm­ent to be had for far less – £46,900 in the case of our top-spec Long Range Dual Motor. (You can get into a single-motor 2 for £41k.) The first pure EV from Volvo’s posher, cleaner sister brand (the 1 was a plug-in-hybrid curio), this car’s also equipped with the £5k Performanc­e pack, which includes four-piston Brembo brakes, stickier 20-inch Contis and, rather astonishin­gly, spanner-adjustable Öhlins dampers. On paper at least, this thing could have been created to hit our brief: to find out which of today’s best electric cars also satisfy as instrument­s for swift, rewarding driving. And of course, with 469bhp (courtesy of an optional power increase), the 2 is silly-quick too. Need to overtake? The 2123kg Swede (that’s a lot of root vegetable…) can smash 50-75mph in 2.2 seconds. Blimey.

The five-door notchback/crossover design doesn’t stray far from the Volvo gene pool, and this is no clean-sheet architectu­re, so inside there’s still a centre tunnel and not the sense of space you get in a bespoke EV. The boot’s small and it’s a squash in the back row. Some of the prominent plastics are also less than plush and the seats are too firm, but I like the calmness of the vegan interior and the huge portrait touchscree­n powered by Google Android (meaning brilliant Google Maps navigation that predicts how much battery you’ll have at your destinatio­n – and when you return home again). The 2 also looks kind of Tonka premium and gets glances galore.

Performanc­e is served progressiv­ely and smoothly, making it easy to dip into the car’s vast reserves, and the 2 nails curves thanks to a combinatio­n of strong brakes with meaty feel, fantastic body control, a low centre of gravity and huge grip. Roll it in at an indecent lick and it simply soaks up the g-force, then ESC Sport and all-wheel drive gives you enough slack to lay into the performanc­e on the way out. You’d give a sports car PTSD.

Shame the decent-enough steering is so synthetic, and that the damping feels unnecessar­ily curt when I’m nursing the remaining range – it’d be nice to have a more supple UK setting out of the box (the non-Performanc­e pack car also has a firm ride, and goes without adaptive dampers).

Polestar clearly has the TESLA MODEL 3 in its sights in terms of pricing, but the California­n is a formidable foe – it was the UK’s second best-selling car in 2021, beaten only by the Vauxhall Corsa. We’re testing the £49k Long Range Dual Motor, with its 374-mile official range and 4.2sec 0-60mph dash. Just looking at the Tesla tells you it doesn’t sit on a legacy platform. The bonnet cuts way down low like a mid-engined supercar, while the roofline bubbles over your head like it’s driven straight off Pixar’s Cars. That reaps

huge benefits inside, including a flat floor and much more generous room for rear-seat passengers. It also gives the Tesla a highly driver-centric feel from behind the wheel, even if the complete absence of an instrument binnacle does leave it feeling stark and cheap, like you’re driving an arcade game rig (all the controls are consolidat­ed on one 15-inch screen). On the plus side you have a fantastica­lly uninterrup­ted view out, while the visible arcs of the front wings help you place the Tesla on the road, like a McLaren.

The 3 delivers on its DIY driving promise. The steering is as lightning quick as the performanc­e, the front Michelin Sport 4s bite hard and it’s playfully adjustable when you carve through roundabout­s. Toss it in, let the generous if measured bodyroll smear the back end round, then pin the throttle and the Tesla’s away like a ball off a bat. It’s pretty refined and quiet too, though the price for its dynamic competence is a tough if far from intolerabl­e ride.

Crack on and that bodyroll becomes more of an issue, and the always-on stability control graunches crudely in protest (the Model 3 Performanc­e offers more options here), subtractin­g not just speed but flow too. All in all, though, the 3’s a fun drive that also proves far more efficient than the Polestar. On our efficiency test route the Swede records 2.1 miles per kWh (editor Ben is getting the same in his long-term-test 2) versus the Tesla’s laudable 3.8.

For Tesla to nail driving dynamics is a bonus; for some brands it’s a hygiene factor. That’s especially true of the new BMW i4, which looks and is so much more traditiona­lly BMW than the radical i3 that set Munich’s EV ball rolling. An electric fastback derived from the same CLAR architectu­re and bodyshell as the 4-series Gran Coupe, the i4 just rides a few mm higher, its track widths are slightly wider, plus there are blue bits and glossy sealedoff kidney grilles – I don’t know whether to plug in for a drive or a shave.

This one’s the entry-level i4 eDrive 40, which decodes as rear-wheel drive with 335bhp (the more powerful i4 M50 is all-wheel drive). You sit low in gorgeously supportive seats and the dash architectu­re is all familiar from the 3- and 4-series, if not the new infotainme­nt system with a huge display that curves round the dash like an amphitheat­re. It’s a slick and largely


intuitive system, but some of the touchscree­n is so far away you might need a passenger to do it for you (though you’ve still got the iDrive rotary controller).

At 2050kg, the i4 is 400kg heavier than a 430i, so you’d forgive it for unravellin­g under duress, but the e-BMW remains remarkably cohesive and robust with Sport mode selected and ESC off. Performanc­e is good, if without the full catapult effect of the Polestar or Tesla, the steering firm, brakes strong, and you can steer it on the throttle, powerslidi­ng it like traditiona­l BMWs, though the build and progressio­n of internal combustion is replaced by a much more abrupt thump to kick out the tail, plus a rowdy squeal from the Hankook tyres. Still, it’s easy to strike up a fast, precise rhythm.

Doing efficiency runs on the road in Eco Pro mode, something’s missing. The i4 is refined and quiet enough (though there is some wind whistle on the mirrors), it rides well, but it feels heavy and numb, with indecisive steering and a body that rocks about as the suspension struggles to contain two tonnes of chunkiness. It’s a rare example of a car that actually needs the most aggressive Sport suspension setting to properly click on the road, and only then does the promise shown on track resurface. Body control tightens up to give a much more precise feel and everything flows more cohesively. It’s satisfying to squirt between a series of corners, leaning on the grip and smearing the rear tyres out of corners.

Clearly, the BMW is going to be near the top of this pile. It’s more enjoyable than a wheezy 420i (if less than a 430i I reckon) but the i4 is a long way from a Taycan. It also makes for an interestin­g comparison to the iX3, BMW’s other contender, the talents of which creep up on you, partly because the X3 it’s based on is older than the spangly i4, so you suspect it’ll be half a job, like a classic that’s had its engine swapped for EV. It’s anything but.

Like the i4 there are CLAR bits beneath, plus it’s rear-wheel drive with all that clever fifth-generation BMW e-motor tech neatly packaged at the back. There are no adaptive dampers to tweak its character, but there’s real finesse here, its drive defined by consistenc­y and isolation; the supple ride, easily modulated brakes (with a more natural low-speed bite than the i4), distant if chunkily weighted and accurate steering, cotton-wool refinement. It’s the relaxing cruiser you’d hope for, yet it steps up to the plate through demanding twists, where you can really lean on the grip and body control, use the rear-drive oomph to adjust your line and tuck the nose in. It’s not especially rapid, with ‘just’ 282bhp, but that’s all relative in the parallel EV universe of instant thrust, and really there’s enough to get shifting.

The iX3 is a more practical car too, of course, with much more generous space in the back seats (the i4 is cramped for adults) and a large boot, though in common with the i4 there’s no space for luggage under the bonnet, just power electronic­s. It’s a shame the iX3’s ability to swallow people and stuff is partly offset by being 135kg chunkier with 7kWh less of usable battery than the i4, which drops the official range to 283 miles from the i4’s 369 miles. Our testing sees that gap narrow but it’s still a chasm. Frustratin­gly, the iX3’s a long-distance cruiser that can’t cruise for very long.

If the iX3 has to work from an existing architectu­re, the KIA EV6 goes full clean-sheet, built on the same E-GMP architectu­re as Hyundai’s Ioniq 5. That’s obvious from the striking-if-chintzy SUV-cum-GT design, with its low bonnet and long 2900mm wheelbase. It’s obvious too when you sit in the loungey interior, particular­ly the rear, which has more space than most home-working millennial­s. That feeling continues up front, too, where you sit higher than the looks suggest. The floating centre console, flat floor and concave door casings all emphasise the expanse.

The seats are firm (if big on lateral and lumbar support) and many of the plastics are nasty. But it’s effective overall, costs a reasonable £51,945 in toppy GT-Line S trim, and gets lots of equipment including heated/chilled memory seats and a host of overly-keen driver-assistance tech.

A 577bhp flagship arrives this year, but for now our AWD GT-Line S is the most potent EV6 with 321bhp – yep, big gap. That’s tranquilis­ed in Eco mode, but helps yield an impressive 3.0 miles per kWh over our test route, enough for more than 230 miles from a battery a smidge smaller than most rivals. It’s also a very natural-feeling drive – from the bite of the brakes to the calibratio­n of the regen and power delivery, it all hangs together very organicall­y.

Flick to Normal or Sport mode and while the EV6 is not exactly lusty, it’s more than frisky enough. Kia talks of a sportier suspension set-up without specifical­ly name-checking the softer Ioniq 5, and the price for its extra ‘focus’ is some fussiness over road-surface scars, particular­ly at low speeds. But there’s no huge dividend in terms of engagement. Steering response is punchy, but it catches the chassis napping, so it dithers as you load it up for a corner. Better to baby the Kia on turn-in, because it really wakes up on the throttle, the e-motors dynamicall­y sweeping the EV6 through curves, powering outside wheels to make this SUV feel impressive­ly fleet-footed and

rear-biased. A likeable European Car Of The Year winner then, significan­t and worthy as these things often are. But I won’t be scheduling any alone time with it on a sunny Sunday morning.

But I would JAGUAR’S i-PACE, the Kia’s muse. It too is a blue-sky SUV/ crossover built on a bespoke EV platform, and it too once won CotY. But it pre-dates the Korean by years, and you can see plenty of the Jaguar’s low-bonnet/cab-forward supercar silhouette in the Kia. A £65k price of entry places expectatio­ns on a whole other level though – not to mention the £74,390 for our HSE spec, to which £15k of additional luxury is added. Cor.

In truth it does feel a very special cabin, particular­ly with our car’s optional sports seats, but the real magic lies in the sweet balance struck between comfort and dynamism – how the i-Pace faithfully translates Jaguar values into the EV realm, and how cohesively all the electronic­s and dynamics fuse together. It just all feels so right, so together.

With 395bhp and 2133kg to lug, the i-Pace doesn’t have the accelerati­ve shove of the bit-more-powerful Polestar 2, but it can squeeze you back in your seat and compress long straights into much shorter ones. More importantl­y it’s a truly fluid drive when you properly crank it. The steering blends weight and precision with twirly effortless­ness lock-to-lock, and even on full Ian Callum-spec 22-inch wheels it glides over road scars that jar rivals. Then it encourages you to grab it by the scruff because its feedback and measured responses so quickly earn your trust. It’s up on its toes, eager to switch direction, and the torque vectoring effect is particular­ly enjoyable, snapping the i-Pace alive on the throttle and tucking it into corners the harder you drive. It works surprising­ly well on track too, arcing into corners like it’s swinging round a post – this front end is helium light, but grippy too.

Bad news, though, because the i-Pace records a disappoint­ing 2.1 miles per kWh of energy efficiency over our test route, at which rate it’d drain its battery in less than 200 miles.

FORD’S MACH-E GT gets closer to an i-Pace kind of drive than the Kia, but the whole concept of putting the most storied musclecar name of all time on an e-SUV still blows my mind. It’s like Fender making a Stratocast­er

synthesise­r, but at least the old-school Mustang look is cleverly translated to an entirely different body with a reasonable boot and decent rear seats.

Ours is the GT model, with 480bhp, 20-inch wheels, Brembo brakes and adaptive MagneRide suspension, plus B&O audio, an electric tailgate and 360° camera ticking the convenienc­e boxes. But £66k…

Climbing aboard is much like trying to enter a lift in a high-security area. There are buttons like eye scanners on the A-pillars, rows of red digital numbers for keyless access, even a little wing for a handle… posh gizmos out of kilter with the Fiesta key in my pocket. Nice 15.5-inch vertically-mounted touchscree­n, though, and these wing-back seats are fantastic.

I get off to a decent start in the Big Mach. Even in the gentlest Whisper mode it’s rapid, and Ford’s handling magic surfaces at the first roundabout, where it’s surprising­ly responsive and adjustable for such a tall machine.

There’s even a dedicated Untamed Plus mode with an actual warning that things are about to go more nuts than maybe you can handle, then it amps everything up and layers a synthetic sort of V8 noise over the top when you click okay. It’s actually a lot of fun, with huge speed and grip combining with a chuckable chassis and all-wheel drive that comes a solid second to the Taycan’s exuberance. Launch it in to tighter flicks, let the front tyres suction-cup themselves to the surface and you can mash the throttle and ride it out on opposite lock. Yee and haw.

Driven more sensibly round our efficiency route, the Mustang manages a respectabl­e 2.6 miles per kWh, good for an i-Pace-humbling 229 miles. So the fundamenta­ls are here, but the Mach-E is let down by rough edges most prominent at typical driving speeds. There’s excess road noise, suspension that jitters like it’s walking on hot coals, an inconsiste­nt brake pedal at low speed, and steering cursed with an overly aggressive self-centring effect. It needs a good polish to unlock the last 10 per cent.

If all these £60k-plus price tags are wearing thin, how about the VW ID.3, which in Pro Performanc­e guise costs £39,500 but starts from £4k less. VW bigs it up as next in line for mobilising folks after the Beetle and Golf, hence

the 3 in the name, and really it does signal a similarly substantia­l step with its bespoke MEB platform, making this the first all-new ground-up VW EV (the e-Golf came earlier). The design sums up its transition­al role, with a stubby little alien nose and canopy-like screen that morphs into a more familiarly Golf-like rear three-quarter. It’s very different, yet reassuring­ly VW all at the same time.

Jump in the cabin and you sit higher than expected on relatively comfy seats, select gears with a twisty thing to the right of the instrument cluster like a BMW i3, and faff for crucial functions like air-con controls on a touchscree­n that plumbs new depths of user-unfriendli­ness, but compensate­s by responding to the phrase ‘my bottom’s cold’ by turning on the heated seats. I’m unsure whether to be impressed by the AI or perturbed that an adult driving a 1.7-tonne vehicle can so quickly descend to helpless infant.

The ID.3 doesn’t make any claims of being a great driver’s car, but it is rearwheel drive with 201bhp to play with, and the truth is you can chuck the ID.3 around, unsettle its so-so body control and dig in to its rear bias for comedic effect. But really the ID.3 is about getting around comfortabl­y and quietly at a decidedly modest rate of knots, its dynamics layered with a similarly consistent if sterile feel to those of the current Golf, which is probably the target market. Plus it manages 3.3 miles per kWh: enough for 191 miles despite the relatively small 58kWh battery.

The MERCEDES EQS sits at the opposite end of the spectrum, the priciest car on test (by base price) at a huge £106,995. Merc’s first purpose-built EV, it also has the largest battery, a 107.8kWh whopper for a 443-mile official range. That helps excuse the 2.4-tonne portliness. That and the fact it’s 5.2 metres long and loaded with luxury like heat- and noiseinsul­ating glass, Burmester sounds, leather everywhere and class-leading MBUX infotainme­nt that you don’t even have to touch because the voice control is so impressive­ly natural.

The rear seats are blissfully comfortabl­e, there’s space to make business class look pokey and, while some prominent surfaces sound hollow when you tap them, the overall effect is very impressive. What a gorgeous thing to be chauffeure­d in.

Firing a luxury limo about the place is about as fair as pitching the QE2 into a powerboat championsh­ip, and obviously the EQS is soft and out of sorts under duress. But I’m surprised by how eagerly it turns (partly weight distributi­on, mostly some heavy lifting from the rear-wheel steering, which really shrinks that length) and that it’s got enough of a sense of humour to let you slide it on the power. I’m also surprised that the Merc doesn’t ride as nicely as you’d like on the road. In softer settings its air suspension swills about like a drunk dancing while secretly eyeing a place to nap, and there’s too much patter. Like the i4 it actually needs the Sport setting to get its act together. But generally it’s as effortless­ly refined to waft about in as you’d expect of what’s essentiall­y an S-Class without an engine and more space. All of which brings us back to the Taycan. This is PORSCHE’S CROSS TURISMO 4S: basically the same estate-style body as the Sport Turismo GTS featured on page 68, which adds a bigger boot and 35mm more headroom to banish the regular Taycan’s Achilles’ heel, but here the Cross moniker turns it into a kind of Allroad version.

Call me Sherlock, but the 4S Cross Turismo isn’t as tactile, sharp or rapid (483bhp, rising to 563bhp with overboost) as the GTS. It also has a less extrovert handling balance, though that’s only really noticeable on a track. Crucially, it costs a chunk less at a still punchy £88,270 (here blown to £103k with extras) and works brilliantl­y on the road, where the option to elevate the ride height keeps the car’s chin off the tarmac on really rough tarmac.

This is a fabulously satisfying machine to drive, either at a crawl or on a mission. The steering retains a beautiful precision and response, the chassis somehow manages to be both supple and robustly tied down, the brakes are superbly weighted, and the 4S is just so smooth and refined yet explosivel­y fast too. Unusually for EVs, it has a second gear that it clicks into around 80mph and just takes off again. I’d soon tire of the £354 robotic Electric Sport Sound, so just put the cash towards almost a grand of Bose surround sound that excels in this quiet cabin – I crank that up instead and it’s like wearing noise-cancelling headphones.

The Taycan’s infotainme­nt feels off the pace, hemmed in by a slim dash architectu­re which restricts screen size, and its voice control is rudimentar­y next to the Mercedes’ in particular. More pertinentl­y, our real-world efficiency of 2.4 miles per kWh (close to the official 2.7) suggests a real-world range of 230-ish miles. So long as I had something else tucked away for special occasions/making a racket with an internal-combustion engine, I’d be very happy to do 80 per cent of my driving here, even the driving for kicks stuff. And I didn’t expect to say that.

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 ?? ?? Squint and you can just about hear the (absent) V8’s bellow over the squeal of rubber
Squint and you can just about hear the (absent) V8’s bellow over the squeal of rubber
 ?? ?? Elon isn’t always funny. But his Model 3’s hilarious
Elon isn’t always funny. But his Model 3’s hilarious
 ?? ?? Taycan cockpit is austere but classy
Taycan cockpit is austere but classy
 ?? ?? Polestar 2’s cabin is cramped but gorgeous
Polestar 2’s cabin is cramped but gorgeous
 ?? ?? Jaguar chassis magic means the i-Pace somehow rides well
Jaguar chassis magic means the i-Pace somehow rides well
 ?? ?? The German, establishm­ent, playing electric with the straightes­t of bats
The German, establishm­ent, playing electric with the straightes­t of bats
 ?? ?? ‘You started it!’ ‘Yep, guilty as charged’
‘You started it!’ ‘Yep, guilty as charged’
 ?? ?? Magnesium paint highlights the 2’s good looks
EQS door handles retract for cleaner aero
Magnesium paint highlights the 2’s good looks EQS door handles retract for cleaner aero
 ?? ?? Shades of i3 in the ID.3, albeit without the funky materials
Shades of i3 in the ID.3, albeit without the funky materials
 ?? ?? High-riding Taycan Cross Turismo is great on road
High-riding Taycan Cross Turismo is great on road
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 ?? ?? 2021 bears down on 2018. 2018 the far keener drive
One of these two is hysterical­ly quick and crazy. The other’s a VW
2021 bears down on 2018. 2018 the far keener drive One of these two is hysterical­ly quick and crazy. The other’s a VW
 ?? ?? Aero dictates the looks. Not a problem from inside
Aero dictates the looks. Not a problem from inside
 ?? ?? X3 underpinni­ngs aren’t hard to spot, but there’s a lot to like here
X3 underpinni­ngs aren’t hard to spot, but there’s a lot to like here
 ?? ?? Kia cockpit is pure Star Trek
Kia cockpit is pure Star Trek
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 ?? ?? Jake has the neck muscles of an F1 driver, if not the salary
Jake has the neck muscles of an F1 driver, if not the salary
 ?? ?? BMWs have been doing this since Keith Richards was in short trousers
BMWs have been doing this since Keith Richards was in short trousers

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