As with the ID.3, there are two screens, a large one in the middle of the instrument panel and a small one in front of the driver, which moves when the steering column is adjusted. The dashboard has been effectively unbuttoned, though there is a separate headlight switch and a couple of touch-sensitive steering wheel buttons that can get you tired of driving backwards or turning corners.

Ah yes, the middle screen, also known as VW’s Screen-n’-Software train wreck, which causes Seat and Škoda owners as many problems as VWs. Crashing software, hard-to-find functions such as heating and ventilation, disruptive displays and confusing processes, yes, Born has them all. Let’s just say that figuring out this car’s systems is not the job of the moment, and some features may remain obscure even at the end of your tenure.

Traveling

The car senses that you are in the driver’s seat with the correct RFD key and gets ready to go. Turn the Toyota / Lexus-style drive selector to Drive (there is also a braking feature that increases the regenerative braking effect without the need for a throttle) and you’re good to go.

Yes, it jumps fairly from a standstill thanks to the low torque of the drivetrain, and the 228 hp version accelerates from 0 to 100 km / h in 6.6 seconds, while the 201 hp driven here achieve the same in 7.3 seconds . It feels lively at all speeds up to 70 mph, especially considering it weighs 1.75 tons, although the load slows a bit as the speed increases.

In terms of efficiency, Cupra says it is 4.5 miles per kWh, but on a cold day in Milton Keynes I saw about 2.7 million / kWh. And as with all electric cars, the greenhouse effect when plugged in is 32.1 g / km, although no emissions are in motion (apart from the tires).