Driven

MG4 EV

There’s more to MG’s ID.3-rivalling electric hatch than good value, says Alex Grant

As brand revivals go, MG takes some beating. Having returned to the UK with a tiny dealer network and small volumes of the TF sports car, a decade of foundation-setting and product R&D are paying off. It’s on track to reach 50,000 registrations in 2022, compared with 30,000 last year – and the MG4 electric hatch is a catalyst for further growth. Predicted to be the best-seller, it’s a foothold in a high-volume segment with big opportunities in the contract hire and leasing sector.

Those ambitions have meant starting from scratch. MG4 is the first product to use the company’s new scalable electric vehicle platform, which will eventually underpin products from superminis to large SUVs. It’s the usual ‘skateboard’ layout, with an under-floor battery and motors at the rear or both axles, and a focus on affordability. By using cheaper lithium-iron polymer cells in the 51kWh Standard Range (218-mile) battery pack, the line-up starts at £25,995 – that’s competitive with a mid-spec Volkswagen Golf, let alone an ID.3.

MG reckons demand will be similar to other models, weighted towards the 62kWh Long Range battery, which offers up to 281 miles for the SE trim (£28,495) or 270 for the top-spec Trophy (£31,495). Both are generously equipped, with notable features including vehicle-to-load capability – a threepin socket that runs off the battery – but the Trophy gets luxuries like fauxleather upholstery, more colour options and 360° parking cameras for £5,000 less than the ID.3.

It’s headline-grabbing value that could excuse some shortcomings, but there’s no obvious sense of cornercutting here. The MG4 is quiet at speed, rides well and, with 201bhp, a low centre of gravity and short overhangs, it’s surprisingly good fun to drive too. Throttle responses are smooth at low speeds and the same is true of the regenerative braking, even in the most aggressive of its three settings. A singlepedal driving mode would be useful for inner-city driving, though.

MG also scores well for usability. The car powers up with a press of the brake pedal, shuts down as the doors lock. The programmable steering buttons, which operate useful features such as driving modes, regenerative braking settings and the 360° cameras, are a clever feature. It’s deceptively large inside, with a marked step up in material quality and an infotainment system that feels like a two-generation step forward compared to its lag-prone predecessors.

Importantly, it should make going electric relatively painless. Long Range versions get the more common, more expensive nickel-manganese-cobalt battery, which offers more power, higher efficiency and slightly faster charging. MG’s claimed efficiency figures seem realistic on test, and a 10-80% charge takes 35 minutes and restores roughly 190 miles of range. That’s plenty to get between rest stops.

Affordable, practical and fun to drive, the MG4 says as much about the strength of the electric vehicle market as it does about MG itself. Factor in next year’s 329mile 77kWh battery option and 443bhp high-performance model, and this segment’s newest nameplate makes a strong argument for looking beyond the usual suspects.

IN BRIEF

WHAT IS IT? C-segment hatchback

HOW MUCH? from £25,995

RANGE? 218-281 miles

CHARGE 10-80%? 35min (125kW)

Key fleet model: Long Range Trophy

👍 Affordable; practical; distinctive

👎 Not as efficient as Korean rivals

7-word summary: A convincing case for switching to electric

Also consider: Hyundai Kona Electric / Kia Niro EV / Volkswagen ID.3