Compare Chinese electric cars
High quality electric Chinese cars from rated and reviewed dealers
Last updated March 03, 2025 by
Darren Cassey
10 best Chinese electric cars 2025: EVs you should consider from brands you might not have heard of
Electric cars are challenging the status quo in the car world – not just because they have forced a rethink of how we use cars and how they affect our environment, but also by introducing new manufacturers to the UK. Chinese electric cars in particular have seen a huge surge in popularity.
Why? Well, China has invested heavily in EV technology over the past few years and has seen a booming industry at home, resulting in established western manufacturers losing sales in Asia to domestic brands.
For example, while we would consider Tesla to be the electric car trailblazer, Chinese firm BYD sold more EVs globally last year than any other company. And now BYD, along with a growing number of other manufacturers, is selling cars in the UK with technology and build quality that in most cases is at least equivalent to brands you’ll be more acquainted with, and in some cases even better.
While you might have the preconception that Chinese cars are poor quality copycats of European models, that is no longer the case. Much like Skoda transformed its reputation from being bargain-basement to building high-quality, value for money cars, many Chinese brands are flooding the UK market with models that are fully worthy of consideration.
As is the case with all cars and manufacturers, regardless of where they’re from, some are better than others. That’s why our expert reviews team has been putting Chinese electric cars to the test, and has compiled a list of the best here for your perusal.
The MG4 EV is a fantastic value electric car that’s such good value for money that it was crowned Carwow Car of the Year 2023. You get sharp styling on the outside that looks just as fresh and modern as it did when it first went on sale, while the interior looks much more interesting than you’d expect from such a budget-friendly car.
Practicality is reasonable enough for a small family – there’s good space in the front and the boot should be okay for most at 363 litres, even if the Volkswagen ID3 does have more luggage capacity. Rear seat space is good enough for a couple of adults to get comfortable, which means it’s also roomy enough to fit a child seat.
The interior design is quite simple but there are plenty of layers and different surfaces to keep things interesting. Material quality is largely good and everything feels well screwed together, but some of the buttons and dials feel a bit cheap to the touch, giving the game away a bit.
Where the MG4 EV somewhat surprises is in the way it drives. Most electric cars have punchy acceleration, but few are particularly good fun to drive. However, the MG4 EV is actually a great car to point down a twisty bit of road – it grips nicely and the steering makes it easy to place the car where you want on the road.
At motorway speeds it performs admirably too, with soft suspension that soaks up bumps and enough performance to pull off overtakes. There’s a bit of wind and road noise to contend with, though. Things are good around town too, but the lack of one-pedal driving might steer you towards other EVs such as the Renault Megane E-Tech.
There are five variations of MG4 EV, with three different battery sizes across two trims. The cheapest model has an official range of 218 miles, so you’ll probably want to avoid it if you don’t have home charging or you do long journeys often. Go for the biggest battery and you get an official range of 329 miles, which is much more impressive.
Practicality is reasonable enough for a small family – there’s good space in the front and the boot should be okay for most at 363 litres, even if the Volkswagen ID3 does have more luggage capacity. Rear seat space is good enough for a couple of adults to get comfortable, which means it’s also roomy enough to fit a child seat.
The interior design is quite simple but there are plenty of layers and different surfaces to keep things interesting. Material quality is largely good and everything feels well screwed together, but some of the buttons and dials feel a bit cheap to the touch, giving the game away a bit.
Where the MG4 EV somewhat surprises is in the way it drives. Most electric cars have punchy acceleration, but few are particularly good fun to drive. However, the MG4 EV is actually a great car to point down a twisty bit of road – it grips nicely and the steering makes it easy to place the car where you want on the road.
At motorway speeds it performs admirably too, with soft suspension that soaks up bumps and enough performance to pull off overtakes. There’s a bit of wind and road noise to contend with, though. Things are good around town too, but the lack of one-pedal driving might steer you towards other EVs such as the Renault Megane E-Tech.
There are five variations of MG4 EV, with three different battery sizes across two trims. The cheapest model has an official range of 218 miles, so you’ll probably want to avoid it if you don’t have home charging or you do long journeys often. Go for the biggest battery and you get an official range of 329 miles, which is much more impressive.
If you’re looking for an affordable electric saloon you don’t have a great deal of choice – and if you don’t want a Tesla Model 3 then the BYD Seal is a fantastic alternative. For a start, it looks great, with sleek lines, slim headlights and a cool joined-up rear light bar.
Jump inside and the dashboard is the antithesis of the Tesla. Where that’s all about minimalism, the Seal’s interior borders on fussy – yet it works really well. There are layers upon layers and various materials, but it ultimately all feels coherent and solidly built.
The only real complaint is the fact that the touchscreen – which is big, sharp and quick to respond – is infuriatingly difficult to use on the move. Most features are buried deep within menus, and even though BYD has added some shortcuts it’s still not particularly intuitive. The screen can rotate between portrait and landscape, though, which is… something.
Practicality is fine, but if you want maximum space from your electric saloon car then the Model 3 is the way to go. Still, at 400 litres the Seal’s boot will be spacious enough for most, and it’s a bit easier to fit a child seat than in the Tesla.
One area where the Seal is a match for the Model 3 is in the way it drives. It’s perhaps not quite as good around town, because you don’t get one-pedal driving and the sleek design means visibility isn’t fantastic. However, point it down a twisty road and it’s genuinely good fun. Despite being quite heavy it feels nimble and gives you confidence to enjoy corners.
There might not be a version that can go in excess of 400 miles on a charge like the Tesla, but the Seal’s official range of 323 miles is perfectly respectable, as is a maximum charging speed of 150kW.
Jump inside and the dashboard is the antithesis of the Tesla. Where that’s all about minimalism, the Seal’s interior borders on fussy – yet it works really well. There are layers upon layers and various materials, but it ultimately all feels coherent and solidly built.
The only real complaint is the fact that the touchscreen – which is big, sharp and quick to respond – is infuriatingly difficult to use on the move. Most features are buried deep within menus, and even though BYD has added some shortcuts it’s still not particularly intuitive. The screen can rotate between portrait and landscape, though, which is… something.
Practicality is fine, but if you want maximum space from your electric saloon car then the Model 3 is the way to go. Still, at 400 litres the Seal’s boot will be spacious enough for most, and it’s a bit easier to fit a child seat than in the Tesla.
One area where the Seal is a match for the Model 3 is in the way it drives. It’s perhaps not quite as good around town, because you don’t get one-pedal driving and the sleek design means visibility isn’t fantastic. However, point it down a twisty road and it’s genuinely good fun. Despite being quite heavy it feels nimble and gives you confidence to enjoy corners.
There might not be a version that can go in excess of 400 miles on a charge like the Tesla, but the Seal’s official range of 323 miles is perfectly respectable, as is a maximum charging speed of 150kW.
Another hit from BYD, the Dolphin is a small-ish electric hatchback that’s good value for money, because you get loads of kit for the cash.
Okay, so it looks about as dull as dishwater, and even the curious blue and silver two-tone paint job isn’t enough to make it a head-turner. However inside it’s a different story, with a dashboard that’s just as in-yer-face as the Seal’s – it’s a real mix of some lovely fabrics and cheap plastics, but at least it’s not boring and comes packed full of enticing equipment as standard.
For example, that big 12.8-inch touchscreen is standard on all models, complete with its rotating party trick. It’s a bit pointless but it’s a fun thing to show your mates. Less positive is the fact that the screen is incredibly complicated to use on the move and can take lots of button presses to switch between simple functions. At least you get Apple CarPlay and Android Auto.
The cabin is usefully practical, with lots of small spaces to stash wallets and keys, and a huge glovebox too, though the door bins aren’t massive and they’re not felt-lined either, so stuff rattles around while you drive.
Rear seat space is good, so you can travel with four adults in relative comfort, and there’s plenty of room for a child seat. Boot space is just above average among alternatives at 345 litres, but if you need maximum space consider the Volkswagen ID3 or Cupra Born.
Trying to decide which motor and battery combination to go for can look a little confusing at first, with three versions across four trim levels, but it’s fairly logically laid out. The entry level Active car is the cheapest, but the 211-mile range isn’t great, and if you step up to Boost you get a bit more power which drops range below 200 miles. Avoid these unless budget is the limiting factor and get the bigger battery in the Comfort and Design models, which offer a range of up to 265 miles. Much more like it.
Okay, so it looks about as dull as dishwater, and even the curious blue and silver two-tone paint job isn’t enough to make it a head-turner. However inside it’s a different story, with a dashboard that’s just as in-yer-face as the Seal’s – it’s a real mix of some lovely fabrics and cheap plastics, but at least it’s not boring and comes packed full of enticing equipment as standard.
For example, that big 12.8-inch touchscreen is standard on all models, complete with its rotating party trick. It’s a bit pointless but it’s a fun thing to show your mates. Less positive is the fact that the screen is incredibly complicated to use on the move and can take lots of button presses to switch between simple functions. At least you get Apple CarPlay and Android Auto.
The cabin is usefully practical, with lots of small spaces to stash wallets and keys, and a huge glovebox too, though the door bins aren’t massive and they’re not felt-lined either, so stuff rattles around while you drive.
Rear seat space is good, so you can travel with four adults in relative comfort, and there’s plenty of room for a child seat. Boot space is just above average among alternatives at 345 litres, but if you need maximum space consider the Volkswagen ID3 or Cupra Born.
Trying to decide which motor and battery combination to go for can look a little confusing at first, with three versions across four trim levels, but it’s fairly logically laid out. The entry level Active car is the cheapest, but the 211-mile range isn’t great, and if you step up to Boost you get a bit more power which drops range below 200 miles. Avoid these unless budget is the limiting factor and get the bigger battery in the Comfort and Design models, which offer a range of up to 265 miles. Much more like it.
Battery range up to 316 miles
What's good
What’s not so good
An electric sports car is a rare thing, so it’s pleasing to report that the MG Cyberster is good enough to be worthy of consideration – if you’re after something stylish and don’t need anything remotely practical, of course.
It’s a fantastic thing to look at, particularly from the front, with the low-slung bodywork, slim headlights and sporty bumper that looks like it channels air around and through the car like a proper performance car.
The real highlight is the scissor door action, which swings up like a retro Lamborghini – great fun for extroverts, but can feel a bit showy on a Wednesday morning outside the local supermarket. They can also be infuriatingly slow to operate if you’re trying to quickly jump in and out of the car.
Once you’re inside, the interior looks cool but it’s not immune from complaints. There are four screens – yes, four – with three ahead of you and one down between the passengers. The problem is the two outer screens are mostly blocked by the wheel and your hands, and it’s tricky to get your head around which screens do what.
Still, material quality is excellent for the most part. There are some cheap switches here and there, but this feels like a massive leap for MG, which is better-known for building affordable cars.
Out on the road the Cyberster is comfortable and quick, particularly if you go for the 510hp GT model, but it’s better to think of it as a car for a road trip on a summer’s day, rather than something that will carve up a twisty road with the ability of something like a Porsche 718 Boxster.
It’s a fantastic thing to look at, particularly from the front, with the low-slung bodywork, slim headlights and sporty bumper that looks like it channels air around and through the car like a proper performance car.
The real highlight is the scissor door action, which swings up like a retro Lamborghini – great fun for extroverts, but can feel a bit showy on a Wednesday morning outside the local supermarket. They can also be infuriatingly slow to operate if you’re trying to quickly jump in and out of the car.
Once you’re inside, the interior looks cool but it’s not immune from complaints. There are four screens – yes, four – with three ahead of you and one down between the passengers. The problem is the two outer screens are mostly blocked by the wheel and your hands, and it’s tricky to get your head around which screens do what.
Still, material quality is excellent for the most part. There are some cheap switches here and there, but this feels like a massive leap for MG, which is better-known for building affordable cars.
Out on the road the Cyberster is comfortable and quick, particularly if you go for the 510hp GT model, but it’s better to think of it as a car for a road trip on a summer’s day, rather than something that will carve up a twisty road with the ability of something like a Porsche 718 Boxster.
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The BYD Atto 3 is an electric SUV targeted at small families looking for a practical car that’s comfy on the school run. To that extent it nails the brief, but where the Atto 3 struggles is the fact that there are frankly dozens of alternatives doing the same thing, for the same cash, but better.
Like the Dolphin it’s not the most inspiring thing to look at on the outside, but inside it’s the complete opposite. In fact, it’s borderline wacky, with a curious mix of shapes, materials and colours across a variety of surfaces – and even functional guitar strings over the door bins.
You do get BYD’s big touchscreen, which can rotate, and comes with the usual Android Auto and Apple CarPlay smartphone mirroring.
Practicality is average, with decent legroom in the rear seats offset by slightly disappointing headroom, and a 440-litre boot that’s big enough for the weekly shop but beaten in capacity by the likes of the Kia Niro EV and MG ZS EV.
For school run duties the BYD Atto 3 excels because the suspension is soft, meaning it’s comfy over rough residential roads, while motorway speeds bring a bit too much wind noise but not enough to put you off. On a twisty road it’s anything but exciting, but then that’s true of most alternatives, too.
With just one motor and battery option there are no decisions to make about whether you should pay extra for more range – all versions offer the same 260 miles between charges.
Like the Dolphin it’s not the most inspiring thing to look at on the outside, but inside it’s the complete opposite. In fact, it’s borderline wacky, with a curious mix of shapes, materials and colours across a variety of surfaces – and even functional guitar strings over the door bins.
You do get BYD’s big touchscreen, which can rotate, and comes with the usual Android Auto and Apple CarPlay smartphone mirroring.
Practicality is average, with decent legroom in the rear seats offset by slightly disappointing headroom, and a 440-litre boot that’s big enough for the weekly shop but beaten in capacity by the likes of the Kia Niro EV and MG ZS EV.
For school run duties the BYD Atto 3 excels because the suspension is soft, meaning it’s comfy over rough residential roads, while motorway speeds bring a bit too much wind noise but not enough to put you off. On a twisty road it’s anything but exciting, but then that’s true of most alternatives, too.
With just one motor and battery option there are no decisions to make about whether you should pay extra for more range – all versions offer the same 260 miles between charges.
Battery range up to 273 miles
What's good
What’s not so good
The MG ZS EV has long been the go-to cheap electric SUV, and while there are now more affordable alternatives, few have the same mix of range and practicality as the MG for the price.
Its design isn’t particularly striking, though it feels like there’s a bit more pizazz than the BYD Atto 3. However, the interior lacks that car’s visual impact – it’s all rather black and plain, even if some colourful stitching attempts to lift things a little.
Infotainment technology is pretty basic and actually feels ancient compared with what you get in a BYD, but there are at least some physical buttons and switches that make it much easier to use on the move.
The ZS is really roomy inside, with the only minor complaint being rear headroom thanks to the sloping roof. The boot, on the other hand, is the biggest in any electric SUV at this price, showing that you’re essentially getting a big car for small car prices, at the sacrifice of a little interior quality and refinement.
Speaking of which, the MG ZS EV is perfectly capable at motorway speeds, but it’s quite noisy, with more wind and tyre noise coming into the cabin than is ideal. However, if you stick to the city, it’s much more agreeable, with light controls and good visibility.
Avoid the smaller battery if possible, because its official range is below 200 miles. You can get the big battery on the entry-level trim, so it doesn’t have to be an expensive choice.
Its design isn’t particularly striking, though it feels like there’s a bit more pizazz than the BYD Atto 3. However, the interior lacks that car’s visual impact – it’s all rather black and plain, even if some colourful stitching attempts to lift things a little.
Infotainment technology is pretty basic and actually feels ancient compared with what you get in a BYD, but there are at least some physical buttons and switches that make it much easier to use on the move.
The ZS is really roomy inside, with the only minor complaint being rear headroom thanks to the sloping roof. The boot, on the other hand, is the biggest in any electric SUV at this price, showing that you’re essentially getting a big car for small car prices, at the sacrifice of a little interior quality and refinement.
Speaking of which, the MG ZS EV is perfectly capable at motorway speeds, but it’s quite noisy, with more wind and tyre noise coming into the cabin than is ideal. However, if you stick to the city, it’s much more agreeable, with light controls and good visibility.
Avoid the smaller battery if possible, because its official range is below 200 miles. You can get the big battery on the entry-level trim, so it doesn’t have to be an expensive choice.
Battery range up to 245 miles
What's good
What’s not so good
Electric hot hatches are not particularly common, and while there are reasons to consider the MG4 XPower, it is a little one dimensional – an issue encountered by most electric performance cars.
Let’s start with the good. Because it’s based on the MG4 EV, it looks great and gets bigger alloy wheels and some orange brake callipers to differentiate it from the regular car, though it’s perhaps a bit of a shame there aren’t more visual upgrades. It’s a similar story inside, with an unchanged cabin save for some Alcantara here and there.
Where the XPower really stands out is value for money – because it’s hard to believe how much performance you get for the cash. You get two electric motors for a total output of 435hp, contributing to a 0-60mph time of just 3.8 seconds. That’s faster than a Porsche 911 Carrera 4.
As a result the MG4 XPower feels lightning fast when you put your foot down, yet it costs half what you’d expect to pay for most cars with this level of power. There’s something in that, because you can humble some nicely exotic cars away from the lights, but that’s where it gets one-dimensional.
While the XPower does get some mechanical tweaks to improve how it puts its power down, it doesn’t feel like much of a leap from the regular car, which is already pretty capable on a twisty road. Exploiting its party trick of explosive acceleration might justify the purchase for you, but it’s not much fun beyond that.
Let’s start with the good. Because it’s based on the MG4 EV, it looks great and gets bigger alloy wheels and some orange brake callipers to differentiate it from the regular car, though it’s perhaps a bit of a shame there aren’t more visual upgrades. It’s a similar story inside, with an unchanged cabin save for some Alcantara here and there.
Where the XPower really stands out is value for money – because it’s hard to believe how much performance you get for the cash. You get two electric motors for a total output of 435hp, contributing to a 0-60mph time of just 3.8 seconds. That’s faster than a Porsche 911 Carrera 4.
As a result the MG4 XPower feels lightning fast when you put your foot down, yet it costs half what you’d expect to pay for most cars with this level of power. There’s something in that, because you can humble some nicely exotic cars away from the lights, but that’s where it gets one-dimensional.
While the XPower does get some mechanical tweaks to improve how it puts its power down, it doesn’t feel like much of a leap from the regular car, which is already pretty capable on a twisty road. Exploiting its party trick of explosive acceleration might justify the purchase for you, but it’s not much fun beyond that.
BYD’s aquatic-themed electric car range continues with the Sealion 7, which is a big SUV with a sloping roofline design to give it a sporty appearance, if not a sporty driving experience.
Let’s cut to the chase – the Sealion 7 doesn’t quite hit the heights of BYD’s other EVs, but it does have some redeeming qualities. Unlike BYD’s other models there’s no wild interior design, and in fact it’s quite plain and understated. That’s not a complaint, because it actually looks quite posh. Looks are deceiving though because there are a few cheap plastics to be found. That’s a bit more forgivable in the entry-level version than it is in the pricey top-spec model.
There’s loads of space in the cabin yet the car doesn’t feel intimidatingly huge to drive down narrow city streets, though the driving position is very high even in its lowest setting, which isn’t ideal.
The back seats are the real treat, because there’s miles of legroom and headroom, making the Sealion 7 ideal if you regularly carry adults in the back, or have a bulky child seat to fit. The boot is 520 litres, which is about average among alternatives but some way behind the Peugeot E-3008 and Tesla Model Y.
BYD specialises in battery and motor tech, so it’s no surprise the powertrain is excellent – both smooth and efficient. Unfortunately the rest of the driving experience is disappointing, with lots of wind noise at high speeds and an unsettled feeling over bumps.
Let’s cut to the chase – the Sealion 7 doesn’t quite hit the heights of BYD’s other EVs, but it does have some redeeming qualities. Unlike BYD’s other models there’s no wild interior design, and in fact it’s quite plain and understated. That’s not a complaint, because it actually looks quite posh. Looks are deceiving though because there are a few cheap plastics to be found. That’s a bit more forgivable in the entry-level version than it is in the pricey top-spec model.
There’s loads of space in the cabin yet the car doesn’t feel intimidatingly huge to drive down narrow city streets, though the driving position is very high even in its lowest setting, which isn’t ideal.
The back seats are the real treat, because there’s miles of legroom and headroom, making the Sealion 7 ideal if you regularly carry adults in the back, or have a bulky child seat to fit. The boot is 520 litres, which is about average among alternatives but some way behind the Peugeot E-3008 and Tesla Model Y.
BYD specialises in battery and motor tech, so it’s no surprise the powertrain is excellent – both smooth and efficient. Unfortunately the rest of the driving experience is disappointing, with lots of wind noise at high speeds and an unsettled feeling over bumps.
Character is hard to come by in modern cars and that’s one area where the Ora 03 does a good job – it has quirky looks on the outside and an upmarket interior that looks like little else on the road.
It used to be called ‘Funky Cat’, which suited its quirkiness quite well. The styling is a little bit of Mini mixed with a little Volkswagen Beetle – and it’s much bigger than it looks in photos.
Even if you go for the base model you get a nicely designed interior with plenty of soft-touch materials and some useful standard-fit kit like a 360-degree parking camera and wireless phone charging.
Despite looking like a city car the Ora 03 is more like a small SUV, so there’s good space inside and room for two adults to get comfy in the back. The boot is tiny at 228 litres, though, which is miles away from the 385-litre boot you get in the similarly sized Volkswagen ID3.
Out on the road though things start to get frustrating. You get loads of driver assistance technology, but it’s not very well implemented, so it feels like you’re fighting it all the time and constantly getting bings and bongs from the dashboard.
The smaller battery in the entry-level Pure models has a sub-200-mile range so it’s another one that’s worth avoiding if you can afford to. Step up to the Pro model and you get 261 miles (officially), which is better value for money.
It used to be called ‘Funky Cat’, which suited its quirkiness quite well. The styling is a little bit of Mini mixed with a little Volkswagen Beetle – and it’s much bigger than it looks in photos.
Even if you go for the base model you get a nicely designed interior with plenty of soft-touch materials and some useful standard-fit kit like a 360-degree parking camera and wireless phone charging.
Despite looking like a city car the Ora 03 is more like a small SUV, so there’s good space inside and room for two adults to get comfy in the back. The boot is tiny at 228 litres, though, which is miles away from the 385-litre boot you get in the similarly sized Volkswagen ID3.
Out on the road though things start to get frustrating. You get loads of driver assistance technology, but it’s not very well implemented, so it feels like you’re fighting it all the time and constantly getting bings and bongs from the dashboard.
The smaller battery in the entry-level Pure models has a sub-200-mile range so it’s another one that’s worth avoiding if you can afford to. Step up to the Pro model and you get 261 miles (officially), which is better value for money.
Omoda is one of the newer Chinese firms to enter the UK and this is its first model. Called the E5, it’s an electric SUV that delivers lots of equipment and technology at a lower price than alternatives can manage.
First impressions are pretty good, because while the outside isn’t particularly exciting to look at, the interior is smart with largely quality materials and you get two big displays that are sharp and responsive.
It’s a bit of a reverse Tardis though because it looks like it should be a nicely roomy SUV, but once you’re inside the driving seat is a touch cramped and those in the back will find headroom limited. The floor is quite high too, so your thighs don’t rest on the seat cushions. At 380 litres the boot is fine for a weekly shop, but even a Cupra Born has more space in the boot and the Skoda Enyaq looks like a van by comparison.
A range of 257 miles is fine, and about the same as similarly priced versions of alternatives such as the Hyundai Kona Electric, but if you can stretch your budget a bit then it’s easy to find options that will go over 300 miles on a charge.
First impressions are pretty good, because while the outside isn’t particularly exciting to look at, the interior is smart with largely quality materials and you get two big displays that are sharp and responsive.
It’s a bit of a reverse Tardis though because it looks like it should be a nicely roomy SUV, but once you’re inside the driving seat is a touch cramped and those in the back will find headroom limited. The floor is quite high too, so your thighs don’t rest on the seat cushions. At 380 litres the boot is fine for a weekly shop, but even a Cupra Born has more space in the boot and the Skoda Enyaq looks like a van by comparison.
A range of 257 miles is fine, and about the same as similarly priced versions of alternatives such as the Hyundai Kona Electric, but if you can stretch your budget a bit then it’s easy to find options that will go over 300 miles on a charge.
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How to choose the best Chinese electric car for you
Support
One of the reassuring things about buying from car manufacturers that are established in the UK is that you know what you're getting – an established dealer network and vehicle warranties that mean if things go wrong you know you can get them fixed.
It’s important to understand what the process is if something goes wrong with one of these brands that is new to the UK, and make sure there’s support locally should you need it.
It’s also important to consider what happens if these companies decide to stop selling in the UK. Although most have pledged big money to expand on our shores, American firm Fisker went bust recently, leaving people who bought the Ocean, its electric SUV, with a car that had plummeted in value with little support for new parts and servicing. There is a chance, however small, that this could happen to a Chinese car maker in time.
Budget
As with any car purchase it’s important to look at how much you can afford to pay for the car, but also take ongoing costs such as insurance, energy costs and servicing into account. Chinese electric cars do tend to be cheaper than equivalent cars from more established brands in the UK, so it’s possible to get a great deal.
Range and charging
Running an electric car takes a slight rethink of how you top it up. If you have a driveway at home, or somewhere to charge on the cheap at work, EVs can be incredibly cheap to run. However, if you have to rely on the public charging network you might find you’re spending hours a week charging away from the house and paying a fortune for the privilege.
Similarly, consider how much range you really need. If you can charge at home and rarely travel too far, you don’t really need a massive range because you can just top the car up each night. Cars with smaller batteries tend to be cheaper.
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