Fisker Karma
Propulsion is provided by rear-mounted two 201.5 bhp electric motors, one forward and one aft of the single-speed limited slip diff.
The cabin is snug rather than roomy for four (a result of the Fisker Karm body’s ultra-low dimensions and the fact that it runs 22-inch wheels) but Fisker Karma interior is one of the best features. Bespoke instrumentation and switchgear approach the industry’s best, and most ancillary functions (audio, navigation, telephone and more) are controlled from a unique-to-Fisker touch screen
certainly not like your usual German luxury ‘airport’ limo, all of which seem much more conventional and less sporty, though Fisker people do admit that in some respects (not rear packaging) the Porsche Panamera was their benchmark. You sit very low in the car, with a high centre console down the middle.
Fisker Karma driving is easy because engineers have tried hard to minimise the number of controls. You just press a start button, select D (or R) from a little PRNDL pyramid on the top of the console, decide which of two driving modes you want (electric only labelled Stealth, or engine-assist labelled Sport) and the Fisker Karma car creeps forward, just as it does with an ordinary automatic. There’s a synthesised external noise, which Fisker Karma engineers call Tron, to warn pedestrians that the car is running, but inside you hear very little the car moves forward quietly and without apparent effort.Even on battery-only mode the car feels fast: with the engine on (it sounds a little pedestrian, but is admirably remote) the car is extremely swift. The Karma has excellent electro-hydraulic steering and an understeer-free chassis that seems to thrive on tight cornering. The car is a joy to drive on a tight handling course, and you can’t say that for every five-metre, two-tonne luxury saloons.