Link to the whole swedish pod here
Älgtestbonanza – 34 bilar i undanmanöverprov | Vi Bilägare
Here we go – split by BEV vs PHEV/HEV, sorted from highest to lowest recorded moose-test speed (from the podcast).
Note: Speeds are from this specific Danish elk-test session as described in the transcript, not official manufacturer data.
1. BEVs (Battery Electric Vehicles) – fastest to slowest
BEVs with a stated max speed in the Moose test
| BEV model | Max speed through elk test (km/h) | ESP behaviour | Short comment |
|---|---|---|---|
| Kia EV4 | ≈81 km/h (“just over 80”) | ESP intervenes early and effectively, keeps the car steerable even at high speed. | One of the absolute stars among BEVs: very high entry speed and still controlled. Some cones may have blown over in the wind at the very edge runs, but behaviour is described as very good. |
| Nissan Leaf (new generation) | ≈77 km/h (76–77 km/h clean runs) | ESP stabilises the rear but does not cut speed very much. | Very quick steering, rear end can “wiggle”. Safe for a prepared driver, but can feel scary if you are not expecting the movement. |
| MG5 Electric | ≈76 km/h (around mid–high 70s) | ESP works but is not super aggressive. | Solid mid-pack performance: gets through at decent speed, without being a benchmark. No weird behaviour, but nothing spectacular either. |
| Zeekr 7X (large electric SUV) | ≈75 km/h (Sweden test ≈70–72; Denmark ≈74–75) | ESP wakes up relatively late, then helps, but could intervene earlier and harder. | Very large, heavy and tall (≈2.5 tons). For its size, the result is OK – but there is clearly room for earlier and stronger ESP action. |
| Firefly (Nio sub-brand, small BEV) | ≈74 km/h | Practically no clear ESP help felt – it’s more about “hanging on” and steering. | Very soft and “fluffy”, lots of body roll despite being small. 74 km/h isn’t bad on paper, but the feeling is insecure. |
| Renault 5 Electric | ≈74 km/h (fails at 76 km/h) | ESP does intervene and keeps things mostly under control, but without big safety margin. | Typical small EV behaviour: can manage mid-70s but reaches its limit quite quickly beyond that. |
| Leapmotor SUV (BEV) | ≈73–74 km/h (clean at ≈73–74, 79 km/h attempt fails) | ESP with Linglong tyres wakes around 67 km/h and helps clearly. | Positive surprise: stable and predictable despite being a fairly tall Chinese SUV. No strange steering effects. |
| Renault 4 Electric | ≈72 km/h (fails at 77 km/h) | ESP is there but not strong enough to save the car at higher speeds. | Small, relatively narrow car; should in theory do better. Understeers out of the course at higher speeds. |
| Fiat Grande Panda Electric | ≈71 km/h (fails at 76 km/h) | ESP needs a bit of provocation to wake up; once active, it helps but not spectacularly. | Heavier than the hybrid and on different tyres; would really need more proactive ESP support. |
| Hyundai Ioniq 9 (very large BEV SUV) | ≈70 km/h | ESP does its job, but strange, non-linear steering feel dominates the impression. | Massive car; 70 km/h is called “perfectly respectable” given the size. Steering feels almost like a boat rudder – can be unnerving. |
| Opel Frontera Electric (5-seat BEV) | ≈69 km/h | ESP wakes later than in the hybrid and works harder, but the car still moves around more. | More understeer and more body motion than the hybrid version. Steering feel also weaker. |
2. PHEVs and HEVs – fastest to slowest
Here I group plug-in hybrids and (full/mild) hybrids together, with an extra column indicating type.
PHEV/HEV with a stated max speed in the Moose test
| Model | Type | Max speed through elk test (km/h) | ESP behaviour | Short comment |
|---|---|---|---|---|
| Mercedes CLA 250+ | PHEV | ≈76 km/h | ESP does nothing in this manoeuvre – no intervention at all. | Huge disappointment: brilliant steering feel in normal driving, but in the elk test everything is up to driver skill. Mercedes people confirmed ESP is intentionally “asleep” here since they don’t see it as “extreme enough”. |
| MG HS Plug-in Hybrid | PHEV | ≈76 km/h (≈75–77) | ESP works and you can steer the car, but it doesn’t cut enough speed. | Big, heavy SUV that does a decent job but would benefit from stronger, earlier braking from ESP for more margin. |
| Suzuki e-Vitara (4×4) | HEV | ≈75 km/h | ESP kicks in early, giving a calm and controlled feeling. | Together with Toyota, one of the more confidence-inspiring hybrids. 4WD adds extra stability compared to its sibling. |
| DS 8 (Peugeot 3008-based premium PHEV) | PHEV | ≈75 km/h (79 km/h too fast) | No clearly felt ESP intervention – the chassis itself carries the car through. | Very sophisticated chassis setup; big and heavy yet manages mid-70s without obvious ESP magic. Almost “old-school mechanical” behaviour. |
| Toyota Urban Cruiser (FWD) | HEV | ≈74 km/h | ESP intervenes, but the car feels softer and bouncier than the Vitara. | Almost the same speed as the Suzuki, but with more body movement and less planted feeling. |
| Mitsubishi Outlander PHEV | PHEV | ≈70 km/h (fails at 74 km/h) | ESP is active, but the car is very soft and tall; a lot of movement in the body. | High seating and very soft suspension lead to more drama. One of the slower electrified cars in this particular elk test. |
| Fiat Grande Panda Hybrid | HEV/mild hybrid | ≈69 km/h | ESP wakes relatively late; once it does, behaviour is okay. | Smaller, lighter and with “softer” tyre sidewalls than the BEV, which actually helps ESP – but final speed is still below 70 km/h. |
| Opel Frontera Hybrid (7-seater) | HEV | ≈69 km/h | ESP activates earlier (around 64 km/h) and feels more helpful than in the BEV. | Steering is quicker and more connected than in the BEV; overall, the hybrid feels easier to place through the cones despite the similar raw speed. |