Battery size: 77kWh
Max charge rate: 150kW
Range: 276 miles
Efficiency rating: C
Real world miles per kWh: 2.6
Even when I had a Hyundai Ioniq 5 N in, one week, the Cyberster still turned more heads. Sure, the Hyundai is the better handling car by far, but the Cyberster has a really slick yet muscular attitude to the way it goes down the road, which is perfect if you think of this as a potent soft-top GT. And when you do want to get a shift on, there’s a big red button on the steering wheel that gives you the full 503bhp and laugh-out-loud performance.
Even the doors haven’t been as annoying as I feared. They’re electrically operated and have sensors so that they don’t hit anything on the way up. You do have to be careful not to stand too close to the car when you open the door, or it senses you stood there and stops the door. And they do freeze shut in icy weather, and take quite a while to de-frost even with the pre-climate warming the interior up.
But, otherwise, they take up surprisingly little space and give good access even in a tight parking space. You wouldn’t think it, but they’re kind of more practical than normal doors. I’d still rather have hydraulic struts than electric control, though, as it'd make them much quicker – and it can be annoying when you’re waiting for the door to drop and the rain is pouring off the roof straight into the driver’s seat.
Overall, this is a car that everyone at Electrifying is glad exists. Sure, Mike wishes the driving position allowed him to actually fit in the car, but the rest of us are just fine. And ultimately this has been a very easy car to live with. Comfy, with a big boot, great wind protection with the roof down, huge performance when you want it and a laid-back yet smugly powerful feel the rest of the time.
I’ve thoroughly enjoyed its sure-footedness and, most of all, just how much of an event it feels to spend time with it. Is it flawed? You bet. Really flawed, to be honest. But do I want one anyway? Yeah, okay. I really do.
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