Just a year since BYD launched in Europe, it has given us the mid-sized Seal saloon, targeting the likes of the BMW i4 and class-leading Tesla Model 3. While the UK market has only just been exposed to the Chinese brand, it has spent almost three decades developing battery technology for various applications, making it well equipped for the task at hand. The marque sold 1.86m cars last year making it China’s largest automotive brand, and there’s even a good chance you already own one of its products; its technology division manufactures the Apple iPad. While it’s clear that BYD can manufacture a solid piece of tech, the Seal will prove just how well this expertise transfers to the production of a performance car. What you lose comes down more or less to aural appeal, but having driven Jaguar Classic’s converted E-type and a classic Beetle with electric power, I can’t say I particularly missed the former’s in-line six or the latter’s rattly and anaemic flat-four. path d="M5 8.975L3.146 10 3.5 7.83 2 6.291l2.073-.317L5 4l.927 1.975L8 6.292 6.5 7.829 6.854 10zM5 21.975L3.146 23l.354-2.17L2 19.291l2.073-.317L5 17l.927 1.975L8 19.292l-1.5 1.537L6.854 23zM5 33.975L3.146 35l.354-2.17L2 31.291l2.073-.317L5 29l.927 1.975L8 31.292l-1.5 1.537L6.854 35zM5 46.975L3.146 48l.354-2.17L2 44.291l2.073-.317L5 42l.927 1.975L8 44.292l-1.5 1.537L6.854 48zM5 59.975L3.146 61l.354-2.17L2 57.291l2.073-.317L5 55l.927 1.975L8 57.292l-1.5 1.537L6.854 61zM13 27.975L11.146 29l.354-2.17-1.5-1.538 2.073-.317L13 23l.927 1.975 2.073.317-1.5 1.537.354 2.171zM13 40.975L11.146 42l.354-2.17-1.5-1.538 2.073-.317L13 36l.927 1.975 2.073.317-1.5 1.537.354 2.171zM13 14.975L11.146 16l.354-2.17-1.5-1.538 2.073-.317L13 10l.927 1.975 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The batteries do inhibit practicality a bit as they take up the vast majority of the space under the seat, but Niu will sell you a top box to get around this if it’s a dealbreaker. Had technology stopped at some arbitrary point in the past we’d have been denied some amazing cars. We’d be denied some amazing EVs if we collectively decided now that internal combustion was all that mattered for the thrill of driving. The cons We’ve made an elephant that can dance’. That’s how Hyundai’s technical advisor Albert Biermann describes the new, 2.2 ton Ioniq 5 N. Hyundai freely admits that building an engaging electric car – one befitting of the N badge – isn’t entirely straightforward, so it's approaching its first performance EV from a different angle. The Ioniq 5 N is not, they say, about the raw numbers it can produce (enormous though they are). It’s been developed to put the driver at the centre, and uses a set of fiendishly complex software solutions to open up new levels of interaction – the kind of which we haven't seen on a mainstream EV before. The early verdict? It does indeed dance quite well.Perhaps the most convincing application of the VW Group’s MEB platform so far is the Skoda Enyaq iV – an attractive and more spacious take on the recipe, with a more intuitive cabin interior design and a host of standard kit. The Enyaq is quite a bit larger on the road than the VW ID.3 and Cupra Born, occupying a similar footprint to the ID.4 SUV. It’s not the most engaging car to drive, but the ride quality and basic handling are good, and Skoda’s throttle, brake and steering calibrations feel the most sorted compared to those of its siblings. Let’s start with some ground rules, as there are some inarguable points that, while not necessarily relevant to evoness, are relevant to electric vehicles as a whole.

The benefits of electric power haven’t escaped the aftermarket either. Converted classics are becoming more frequent, and the advantages of such machines are obvious. Lower maintenance requirements, better reliability and more performance, and they are cars unlikely to be used for daily duties, so range and recharging aren’t as deal-breaking as they might be in a primary car.As a tool for the job of getting you to work or college, the Niu works just fine. The twin batteries are good for around 60 miles of city riding, which is more than enough for most daily commutes, and then you can either plug the bike in for 5 hours or remove the batteries and take them inside to a 3-pin plug. The actual saving is 93% - correct at 1 October 2023. To reach this we’ve utilised the standardised guidance and calculations from MCS. The claim is based on the following assumptions 1) Your home is on the South Coast of the UK 2) You have a south facing roof that’s not shaded and is sloped at 41° 3) You have 12 415W solar panels and a 9.5 kWh battery installed 4) You’re home all day with an annual electricity consumption of 3,100kWh per year, pay 27p per kWh for your electricity unit rate (our Standard Variable Rate correct at 1 October 2023) this does not include your energy standing charge. 5) You use 2872kWh of the 5632kWh that your solar panels generate, which leaves only 228kWh to be covered by the grid. From these assumptions, you will consume 2872kWh of the electricity generated by your panels. Your estimated annual electricity consumption for your home is 3,100kWh, and 2872kWh is equal to more than 90% of 3,100kWh. If your roof is shaded or isn't south facing, these figures are likely to be lower, actual savings are dependent on your property type, roof type, area and location. Driving is a lot duller with an electric car, a dumbing down, like going for an auto rather than a manual, only more so because electric cars take away gearshifting and also set the engine to mute or, worse, whine. If you're sold on the concept of electric power, your riding is never for pleasure and 90% of it takes place within the confines of a city, the Niu should definitely be on your radar. If not, there are better options to choose from. If electric bikes fail to stir the soul like their internally combusted counterparts then the pragmatic inner-city runabout market ought to be a natural stomping ground for them. When was the last time you pursed your lips and rubbed your thighs for a petrol twist-and-go, after all?