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GT: two letters that have sat proudly on the boot lids of some of the finest high-performance cars ever created. Such models deliver a blend of pace, comfort and refinement that makes them as adept at crossing continents as they are at baiting supercars in a straight line. With the world moving rapidly towards an electric future, how will those letters translate?<\/p>\n
Kia believes it has the answer with the EV6 GT. The hottest version of the EV6 range gets a series of technical upgrades to make it even more relaxing than the standard car, but more rapid and focused, too.\u00a0<\/p>\n
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Best electric cars to buy 2023\/2024<\/li>\n<\/ul>\nThe grand tourer is no stranger to Ford, especially one wearing the Mustang nameplate. But while previous Mustang GTs used a muscular V8 engine, the Mustang Mach-E GT\u2019s electric powertrain blows away the firm\u2019s current petrol muscle in terms of straight-line performance. So which of these two contenders make the more compelling GT car for the modern age?<\/p>\n
| \u00a0<\/td>\n | \n Kia EV6 GT<\/strong><\/p>\n<\/td>\n Ford Mustang Mach-E GT<\/strong><\/p>\n<\/td>\n<\/tr>\n Price:<\/p>\n<\/td>\n \u00a362,645<\/p>\n<\/td>\n \u00a367,540<\/p>\n<\/td>\n<\/tr>\n Powertrain:<\/p>\n<\/td>\n Twin electric motors\/lithium-ion battery<\/p>\n<\/td>\n Twin electric motors\/lithium-ion battery<\/p>\n<\/td>\n<\/tr>\n 0-62mph:<\/p>\n<\/td>\n 3.5 seconds<\/p>\n<\/td>\n 4.4 seconds<\/p>\n<\/td>\n<\/tr>\n Test efficiency:<\/p>\n<\/td>\n 2.5 miles\/kWh<\/p>\n<\/td>\n 2.8 miles\/kWh<\/p>\n<\/td>\n<\/tr>\n Official CO2<\/p>\n<\/td>\n 0g\/km<\/p>\n<\/td>\n 0g\/km<\/p>\n<\/td>\n<\/tr>\n Annual VED:<\/p>\n<\/td>\n \u00a30<\/p>\n<\/td>\n \u00a30<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n When it was launched, the \u00a362,645 EV6 GT became the most expensive Kia ever sold in the UK. As we\u2019ll see, there are lots of changes beyond the conventional EV6 that Kia believes are more than enough justification for that hefty figure.\u00a0\u00a0<\/p>\n The Hyundai Group\u2019s E-GMP architecture that underpins the EV6 can accommodate two electric motors. Kia has really maximised that potential here, with the front motor making 215bhp and the rear one 362bhp. Combined, they offer up 577bhp \u2013 the same as the new Mercedes-AMG SL63 \u2013 and 740Nm of torque. That\u2019s also a hefty 256bhp more than the existing EV6 AWD Dual Motor model.<\/p>\n Front and rear discs measuring 380mm and 360mm respectively help keep the 2.2-tonne GT\u2019s momentum in check, and the car\u2019s calipers are highlighted with neon paint. Adaptive dampers form part of an uprated suspension system, which also features front springs that are nine per cent softer and rears that are 11 per cent stiffer.<\/p>\n Another key inclusion is an e-LSD. Press the GT button on the steering wheel, and in combination with a relaxed stability control setting, the e-LSD lets the EV6 engage a Drift Mode if you find enough space on a closed race track.<\/p>\n The GT\u2019s battery pack has the same 77.4kWh capacity as other twin-motor EV6s, and the 800-volt electrical architecture allows for rapid charging; enough for a 10-80 per cent recharge in 18 minutes. Based on WLTP figures, the GT is capable of 263 miles between charges, much less than the AWD Dual Motor EV6, which can achieve 300 miles in GT-Line S trim when equipped with 20-inch wheels.\u00a0<\/p>\n Safety:<\/strong> Euro NCAP tested the EV6 range in 2021 and awarded it a maximum five stars, including a 93 per cent score for Adult Occupant protection.\u00a0<\/p>\n The GT\u2019s chassis and powertrain changes have undoubtedly produced a more sophisticated machine. The staggering performance is never in question, but neither is the significant weight.\u00a0<\/p>\n Around town:<\/strong> There\u2019s an underlying firmness to the EV6\u2019s ride, but also more finesse than in the standard car, which is manifested in less fidgeting at low speeds. However, it\u2019s a large, bulky car, so the Kia isn\u2019t the easiest machine to thread around town. The throttle is very easy to modulate away from a standstill, despite the performance potential when you explore its full travel.<\/p>\n A & B-roads:<\/strong> Up the pace, and the EV6\u2019s character is at the softer end of the GT spectrum. It isn\u2019t agile to drive, instead trading ultimate sharpness for a little body roll and a relaxed (if precise) steering response. The rear-biased powertrain means that it is possible to play with the car\u2019s balance, but it\u2019s quite a hair-raising experience, because you\u2019re very aware of the sheer amount of mass that\u2019s being transferred from side to side and axle to axle.<\/p>\n But there\u2019s no denying the Korean model\u2019s straight-line speed. Engage Sport or GT modes to access the full 577bhp, and the EV6 feels every bit as staggeringly fast as the 3.5-second 0-62mph time suggests. The brakes are more than up to\u00a0the task of wiping the speed off, however, which\u00a0is not something we can say with as much confidence about the standard EV6.<\/p>\n Motorway:<\/strong> As a long-distance companion, the GT proves solid and reassuring, although efficiency takes a hit. A real-world range of 194 miles in a mix of driving environments means that it\u2019s not the most suitable car for crossing continents \u2013 or even the UK \u2013 without some forward planning.\u00a0<\/p>\n Kia has sprinkled some sportiness within the EV6\u2019s cabin to separate the GT from the rest of the range. The biggest change comes with the front seats; the usual EV6 pair are ditched in favour of two sports bucket items, which are as supportive as they are fantastic to look at. They are manually adjustable, though, which seems just a little out of sync with the otherwise luxurious brief and the price point at which the GT is pitched.\u00a0<\/p>\n The seats feature bright neon stitching, which is also found on the vegan-leather steering wheel and is matched by both the graphics on the digital instruments and the GT button that gives the driver a shortcut to the most extreme drive-mode settings. Elsewhere, it\u2019s the same as the regular EV6, which means the cabin looks modern and feels airy \u2013 even if headroom is a little tight for taller occupants. A big start button sits on the centre console, just behind the heated seat and steering-wheel controls.<\/p>\n Being a Kia, the EV6 GT comes with an industry-leading warranty cover period of seven years. This also runs to 100,000 miles. The battery pack is covered for the same period of time \u2013 if it drops to less than 70 per cent of its original capacity before the 84-month period is up, then Kia will cover the cost of any repairs or replacements.<\/p>\n The brand chalked up an impressive sixth-placed finish (out of 32) in our 2023 Driver Power satisfaction survey for manufacturers. Buyers particularly like Kia\u2019s interior controls and technology, while the most common gripe for\u00a0the brand \u2013 the jerkiness of its gearboxes \u2013 is a\u00a0not an issue with this fully electric model.\u00a0<\/p>\n Storage:<\/strong> The two-tier centre console includes a higher level with space for cup-holders and a wireless smartphone charging pad, and a lower level on which larger items can be held. The front door bins are generously sized, too.<\/p>\n The EV6 is very spacious overall, if you can live with a few small compromises.\u00a0<\/p>\n Rear seats:<\/strong> Legroom is simply vast for rear-seat passengers, with the EV6 ranking among the most spacious cars we\u2019ve ever measured. However, much like in the front, headroom in the back is merely average. The wide rear bench and flat floor make it fairly comfortable for a third passenger, as long as they\u2019re not too tall. The Isofix points are a little awkward.\u00a0<\/p>\n Boot: <\/strong>For a car so large, a 448-litre boot isn\u2019t a brilliant size. While the boot floor covers a huge area, it\u2019s quite shallow, so it won\u2019t be the best vehicle for transporting bulky items. The rear seat bench has a 60:40 split, and leaves only a small step up in the load area when it\u2019s laid flat. There\u2019s also an additional 20-litre storage area under the bonnet, which can hold the car\u2019s charging cable.<\/p>\n Which engine and trim we\u2019d choose<\/strong><\/p>\n Ford is currently offering a generous discount on the Mach-E GT, so we\u2019re testing\u00a0it at its reduced price, although at \u00a367,540, it\u2019s still more expensive than the Kia. It weighs in at \u00a374,540 without the money off.<\/p>\n It\u2019s not often that a car with 480bhp could be considered a little off the pace, but that figure puts the Mustang Mach-E GT 97bhp down on its rival. However, its dual-motor set-up compensates with a staggering 860Nm of torque, which is 120Nm more than the Kia. At 2,273kg, the Ford\u2019s official kerbweight is also 73kg more than its rival\u2019s, but the Ford packs a battery with a whopping 91kWh usable capacity, 13.6kWh more than the EV6. The result is a 3.7-second 0-62mph time: 0.2 seconds shy of its rival\u2019s, but still not a figure to sniff at.<\/p>\n Chassis upgrades comprise some adaptive dampers that control the movement of 20-inch wheels that are eight inches wide \u2013 an inch wider than other Mach-E models \u2013 while the 385mm front brake discs are gripped by Brembo calipers.<\/p>\n At 150kW, the maximum charging rate is more than 80kW down on the EV6\u2019s speed, so while you won\u2019t need to recharge as often, you\u2019ll have to wait a few minutes longer on the occasions that you do.<\/p>\n Safety:<\/strong> Like the Kia, the Mustang Mach-E was assessed by Euro NCAP in 2021, and it also chalked up a five-star rating. Dive into the categories, and the Adult Occupant, Child Occupant and Safety Assist scores were each a percentage point or two behind the Kia, and the Vulnerable Road Users score of 69 per cent fell some way short of the EV6\u2019s 80 per cent mark in this evaluation.\u00a0<\/p>\n From the point of view of a keen driver, the Mach-E takes a little more adaptation to fully exploit, but once you\u2019re dialled into the Ford\u2019s behaviour, it feels sharper to drive than the EV6.<\/p>\n Around town:<\/strong> It only takes a few yards to realise that all of the controls feel more honed than in than the Kia. That\u2019s not always a good thing, though; the Ford\u2019s brakes in particular are very grabby and the integration with electric-motor regeneration isn\u2019t the best, so coasting and stopping isn\u2019t always the smoothest process. There\u2019s an overriding firmness to the Mustang\u2019s ride that will make it less relaxing to live with than its Korean rival, too.\u00a0<\/p>\n A & B-roads:<\/strong> Push the Mustang a little harder, and confidence is initially high, thanks to a steering response that is much faster than in the EV6, giving the impression of a more agile chassis.<\/p>\n As with the Kia, most of the power goes to the back wheels, so it\u2019s possible to generate some slip from the rear axle, but you can also light up all\u00a0four tyres in damp conditions. Yet getting the maximum out of the Mach-E requires you to dial into its rhythm, rather than the other way around.\u00a0<\/p>\n Despite the Mustang\u2019s firm suspension, there\u2019s a noticeable amount of pitch and dive under braking and acceleration, which means it can start to feel unruly if you\u2019re not very precise with your inputs. Grip is strong, but the Ford is more snappy than the Kia when its limits are reached.\u00a0<\/p>\n Motorway:<\/strong> Wind noise is very well contained in the Mustang, which means that long-distance cruises are interrupted by only some tyre roar.\u00a0<\/p>\n For a high-performance car costing nearly \u00a370k, the interior design is a little underwhelming. Beyond a vast central touchscreen, there\u2019s very little to catch the eye, and some fabric strips across the dashboard don\u2019t do enough to distract from plenty of cheap-feeling plastics on the areas of the dash and centre console that will be regularly touched in everyday use. Many of these are similar to or shared with Ford\u2019s cheaper models, such as the Puma, and even on a \u00a320,000 compact SUV they aren\u2019t setting any class standards for quality.<\/p>\n The GT gets some sportier seats to set it apart from the base Mach-E models. They have heavy side bolstering that works well for those with taller or wider frames, but shorter drivers won\u2019t gain much benefit. Above those bolsters are a set of fixed headrests, and some testers felt these forced their head further forward than they would ideally like, leading to an uncomfortable driving position that became wearing on longer journeys.\u00a0<\/p>\n Based on feedback from Ford owners, the ownership experience has the potential to be a little wearing, too. Of the 32 brands surveyed in our 2023 Driver Power satisfaction survey, Ford ranked 28th. While respondents were generally unimpressed with their cars overall, it\u2019s worth noting that 21 per cent of Ford owners who completed the survey experienced faults \u2013 that\u2019s a smaller proportion than Kia drivers, a quarter of whom complained of issues. But Ford only offers a three-year warranty with the Mach-E, although the battery pack is protected for eight years.\u00a0<\/p>\n Storage:<\/strong> There\u2019s no shortage of storage up front, with a cubby beneath the centre armrest that\u2019s a lot deeper than the similar area in the Kia. Grips on the inside of the deep cup-holders can firmly hold a variety of cup and bottle sizes, while a large shelf ahead of that has space for two smartphones. One of those spots doubles as a wireless charging pad.<\/p>\n Passenger room inside the Mustang Mach-E is excellent, but boot space is a little disappointing for a car of this size.\u00a0<\/p>\n Rear space:<\/strong> The distance between the Mustang\u2019s rear bench and the roof is 5mm greater than in the Kia, which will make a difference for taller passengers. While kneeroom can\u2019t match the EV6, the Mach-E still has a huge amount of space to stretch out in the back; only limited footroom under the front seats takes the shine off. Loading a child seat is fiddly, because the Isofix mounts are located behind narrow slits in the upholstery.\u00a0The Kia\u2019s mounts are easier to reach.<\/p>\n Boot:<\/strong> At 408 litres, the Mach-E\u2019s boot is even smaller than the EV6\u2019s, and the load lip is very high. But the rear seat bench folds completely flat, and the front boot is very deep and spacious, which offsets the lack of space in the rear load bay a little.<\/p>\n Which engine and trim we\u2019d choose<\/strong><\/p>\n Which car comes out on top?<\/em><\/strong><\/p>\n Kia has proven that there\u2019s certainly potential for a fully electric car to fill the GT brief. It offers great long- distance comfort while delivering just enough engagement on a\u00a0twisty road, plus its straight-line performance is not far shy of the latest supercars\u2019. A spacious cabin and slick in-car tech add to the appeal. Only a disappointing real-world range lets the side down, but that aside, the EV6 GT has what it takes to win this contest.<\/p>\n Pros<\/strong><\/p>\n<\/td>\n Cons<\/strong><\/p>\n<\/td>\n<\/tr>\n Stunning performance<\/p>\n<\/td>\n Weight<\/p>\n<\/td>\n<\/tr>\n Long-distance comfort<\/p>\n<\/td>\n Headroom<\/p>\n<\/td>\n<\/tr>\n Smart in-car tech<\/p>\n<\/td>\n Disappointing range<\/p>\n<\/td>\n<\/tr>\n Seven-year warranty<\/p>\n<\/td>\n Standard EV6 makes more sense<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The appeal of that badge and the glitzy in-car tech will be hard for some people to ignore, but the Mustang can\u2019t quite beat the EV6\u00a0in this battle. The range is excellent and the cabin is roomy, but as a driver\u2019s car it doesn\u2019t quite gel in the same way that the Kia does. The ride makes it less pleasant to use from day to day, and it isn\u2019t quite sophisticated enough when driving hard to make up for it. Throw in a high price, plus steep depreciation, and it has to settle for second.\u00a0<\/p>\n Pros<\/strong><\/p>\n<\/td>\n Cons<\/strong><\/p>\n<\/td>\n<\/tr>\n Sharp steering<\/p>\n<\/td>\n Grabby brakes<\/p>\n<\/td>\n<\/tr>\n Great range<\/p>\n<\/td>\n Cheap-feeling cabin<\/p>\n<\/td>\n<\/tr>\n Roomy cabin<\/p>\n<\/td>\n Small boot<\/p>\n<\/td>\n<\/tr>\n Straight-line speed<\/p>\n<\/td>\n High price<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n The Kia EV6 GT wins our twin test but what else is out there?<\/p>\n What the Auto Express test team would do\u2026<\/em><\/strong><\/p>\n Jordan Katsianis, senior staff writer:<\/strong> \u201cThe petrol Mustang\u2019s huge success has been built on the fact that it\u2019s a performance-car bargain. Of the many reasons one could question the sanity of sticking the Mustang name on a two tonne-plus electric SUV, the fact that the Mach-E GT is so expensive is right up there.\u201d<\/p>\n John Mcllroy, editor-at-large:<\/strong> \u201cKia is really on a roll at the moment, with new-car launches seemingly breaking by the month. While the EV6 GT was the brand\u2019s most expensive model at launch, that has all changed with the debut of the EV9. The all-electric seven (or six) seat SUV costs as much as \u00a376,995.\u201d<\/p>\n Steve Fowler, editor-in-chief:<\/strong> \u201cThe EV6 doesn\u2019t just face stiff competition from the US, but also much closer to home. Parent group Hyundai\u2019s Ioniq 5 N has put its own stamp on the high-performance EV segment, and with 641bhp, it\u2019s even more potent than the Kia. Extensive engineering work has made it huge fun to drive, too.\u201d<\/p>\n Richard Ingram, deputy editor:<\/strong> \u201cOne thing that this test proves is that high performance is very easy to extract from an electric motor. To give an electric car a distinctive character, it\u2019ll become ever-more important that the rest of the driving experience stands out from the crowd; we\u2019re excited to see what the future brings.\u201d<\/p>\n Dean Gibson, senior test editor:<\/strong> \u201cAfter a long pause while the Mach-E has been the only EV Ford has produced, that will change soon. We\u2019ve already seen the F-150 Lightning in America, but an electric Puma, plus a family SUV Explorer and its rakish Capri stablemate will soon bolster the line-up.\u201d<\/p>\n Which would you buy? Let us know in the comments section below\u2026<\/strong><\/p>\n Kia EV6 GT<\/strong><\/p>\n<\/td>\n Ford Mustang Mach-E GT<\/strong><\/p>\n<\/td>\n<\/tr>\n On the road price\/total as tested<\/p>\n<\/td>\n \u00a362,645 \/ \u00a3 64,145<\/p>\n<\/td>\n \u00a367,540 \/ \u00a369,090<\/p>\n<\/td>\n<\/tr>\n Residual value (after 3yrs\/36,000)<\/p>\n<\/td>\n \u00a3 34,849 \/ 55.6%<\/p>\n<\/td>\n \u00a330,050 \/ 44.49%<\/p>\n<\/td>\n<\/tr>\n Depreciation<\/p>\n<\/td>\n \u00a327,796<\/p>\n<\/td>\n \u00a337,490<\/p>\n<\/td>\n<\/tr>\n Annual tax liability std\/higher rate<\/p>\n<\/td>\n \u00a3250.36 \/ \u00a3 500.70<\/p>\n<\/td>\n \u00a3298 \/ \u00a3595.90<\/p>\n<\/td>\n<\/tr>\n Annual elec. cost (10k\/20k miles)<\/p>\n<\/td>\n \u00a31,296 \/ \u00a3 2,160<\/p>\n<\/td>\n \u00a31,157 \/ \u00a31,929<\/p>\n<\/td>\n<\/tr>\n Ins. group\/quote\/VED<\/p>\n<\/td>\n 45 \/ \u00a31,713\/ \u00a30<\/p>\n<\/td>\n 47 \/ \u00a33,424 \/ \u00a30<\/p>\n<\/td>\n<\/tr>\n Service costs (3 years)<\/p>\n<\/td>\n \u00a3419<\/p>\n<\/td>\n \u00a30<\/p>\n<\/td>\n<\/tr>\n Length\/wheelbase<\/p>\n<\/td>\n 4,680 \/ 2,900mm<\/p>\n<\/td>\n 4,743 \/ 2,972mm<\/p>\n<\/td>\n<\/tr>\n Height\/width<\/p>\n<\/td>\n 1,545 \/ 1,880mm<\/p>\n<\/td>\n 1,613 \/ 1,881mm<\/p>\n<\/td>\n<\/tr>\n Powertrain<\/p>\n<\/td>\n Single electric motor \/ lithium-ion battery<\/p>\n<\/td>\n Twin electric motors \/ lithium-ion battery<\/p>\n<\/td>\n<\/tr>\n Peak power<\/p>\n<\/td>\n 577 bhp<\/p>\n<\/td>\n 480 bhp<\/p>\n<\/td>\n<\/tr>\n Peak torque<\/p>\n<\/td>\n 740 Nm<\/p>\n<\/td>\n 860 Nm<\/p>\n<\/td>\n<\/tr>\n Transmission<\/p>\n<\/td>\n Single-speed \/ 4wd<\/p>\n<\/td>\n Single-speed \/ 4wd<\/p>\n<\/td>\n<\/tr>\n Battery capacity \/ useable<\/p>\n<\/td>\n 77.4kWh \/ 77.4kWh<\/p>\n<\/td>\n 98 kWh \/ 91 kWh<\/p>\n<\/td>\n<\/tr>\n Boot capacity (front\/seats up\/down)<\/p>\n<\/td>\n 20 \/ 448 \/ 1,097 litres<\/p>\n<\/td>\n 81\/402 \/ 1,420 litres<\/p>\n<\/td>\n<\/tr>\n Kerbweight \/ payload \/ towing weight<\/p>\n<\/td>\n 2,200 \/ 1,800kg<\/p>\n<\/td>\n 2,273kg \/ 750kg<\/p>\n<\/td>\n<\/tr>\n Turning circle<\/p>\n<\/td>\n 11.6 metres<\/p>\n<\/td>\n 12.1 metres<\/p>\n<\/td>\n<\/tr>\n Basic warranty\/recovery<\/p>\n<\/td>\n 7 yrs (100,000) \/ 1 yr<\/p>\n<\/td>\n 3 yrs (60,000) \/ 1 yr<\/p>\n<\/td>\n<\/tr>\n Driver Power manufacturer position<\/p>\n<\/td>\n 6th<\/p>\n<\/td>\n 28th<\/p>\n<\/td>\n<\/tr>\n Euro NCAP: Adult \/ child \/ ped. \/ assist \/ stars<\/p>\n<\/td>\n 93 \/ 89 \/ 80 \/ 83 \/ 5 (2021)<\/p>\n<\/td>\n 92 \/ 86 \/ 69 \/ 82 \/ 5 (2021)<\/p>\n<\/td>\n<\/tr>\n 0-62mph \/ top speed<\/p>\n<\/td>\n 3.5 secs \/ 162mph<\/p>\n<\/td>\n 4.4 secs \/ 124mph<\/p>\n<\/td>\n<\/tr>\n Test economy \/ range<\/p>\n<\/td>\n 2.5 \/ 194 miles<\/p>\n<\/td>\n 2.8 \/ 255 miles<\/p>\n<\/td>\n<\/tr>\n Claimed range (WLTP)<\/p>\n<\/td>\n 263 miles<\/p>\n<\/td>\n 304 miles<\/p>\n<\/td>\n<\/tr>\n Charging capability<\/p>\n<\/td>\n 7.4 \/ 233kW<\/p>\n<\/td>\n 7.4 \/ 150kW<\/p>\n<\/td>\n<\/tr>\n Charge time<\/p>\n<\/td>\n 12hrs 30mins \/ 18mins 10-80%<\/p>\n<\/td>\n 14hrs \/ 45 mins 10-80%<\/p>\n<\/td>\n<\/tr>\n Actual\/claimed CO2\/tax bracket<\/p>\n<\/td>\n 0 \/ 0g\/km \/ 2%<\/p>\n<\/td>\n 0 \/ 0g\/km \/ 2%<\/p>\n<\/td>\n<\/tr>\n Number of airbags \/ Isofix points<\/p>\n<\/td>\n Seven \/ two<\/p>\n<\/td>\n Nine \/ two<\/p>\n<\/td>\n<\/tr>\n Parking sensors\/camera<\/p>\n<\/td>\n F&r \/ 360<\/p>\n<\/td>\n F&r \/ yes<\/p>\n<\/td>\n<\/tr>\n Lane-keep assist \/ blindspot \/ AEB<\/p>\n<\/td>\n Yes \/ yes \/ yes<\/p>\n<\/td>\n Yes \/ yes \/ yes<\/p>\n<\/td>\n<\/tr>\n Climate control\/adaptive cruise ctrl<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n<\/tr>\n Leather \/ heated seats \/ wheel<\/p>\n<\/td>\n No \/ yes<\/p>\n<\/td>\n No \/ yes<\/p>\n<\/td>\n<\/tr>\n Metallic paint\/LED lights<\/p>\n<\/td>\n \u00a3675 \/ yes<\/p>\n<\/td>\n \u00a31,150 \/ yes<\/p>\n<\/td>\n<\/tr>\n Keyless entry & go\/powered tailgate<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n<\/tr>\n Sat-nav\/digital dashboard\/USBs<\/p>\n<\/td>\n Yes \/ yes \/ four<\/p>\n<\/td>\n Yes \/ yes \/ four<\/p>\n<\/td>\n<\/tr>\n Online services\/wireless charging<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n<\/tr>\n Apple CarPlay\/Android Auto<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n Yes \/ yes<\/p>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n |
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