MG4 EV 2022 Review

Last updated on September 22nd, 2022 at 12:01 pm

Intro, Price, Options and Verdict

Introduction

Growing EV sales have been the one of the few silver linings on the storm clouds of the collapsing car business but going electric is still quite a bit more expensive than the fossil fuel alternatives. With the chip shortage and economic crisis, the price parity which looked like it might arrive in 2023 or 2024 will be delayed by a few years.

But prices for some EVs are still falling, and one of the brands doing the most work to push them down is MG. The original MG ZS EV set the first line in the sand for value, then the MG5 EV and MG5 EV Long Range drew further lines by adding range and features. Most recently, the MG ZS EV Long Range raised the bar still further, at the risk of mixing metaphors.

All these cars offer great value, and their quality is good. But their design is old-fashioned in some areas. With the MG4 EV, that looks set to change. Not only is it the first MG to be built on a pure battery-electric architecture (called the Modular Scalable Platform), but it’s also much more modern both inside and out. Best of all, it drops the price for EVs even more than ever before.

Price and Options

There are two drivetrains available with the MG4 EV and two trims, but you can only specify three combinations. The base SE Standard Range car sports a 51kWh battery and 125kW (168hp) motor. You can also get a Long Range version of the SE trim with a 64kWh battery and 150kW (201hp) motor. Then there’s the top-end Trophy trim, which is only available with the 64kWh battery and 201hp motor.

MG has also teased two forthcoming versions of the MG4 EV. One will have a larger 77kWh battery and 329-mile range, putting it close to the Volkswagen ID.3 Tour. Most exciting of all will be a dual-motor MG4, which the company says will have a whopping 330kW (over 440hp). MG predicts this version will have a 0-60mph sprint of 3.7 seconds, but we will have to wait a year or two to see if this promise is fulfilled. It will come with the 64kWh battery offering around 250 miles of range.

Equipment levels are good across the board for the existing models. The SE trim still includes the MG Pilot safety package, which incorporates adaptive cruise control. There’s a 10.25in media screen, plus support for Apple CarPlay and Android Auto. You even get access to the iSMART user app, although the SE trim doesn’t include a satnav.

The Trophy trim adds a 360-degree parking camera, live services via the iSMART app, wireless mobile phone charging, satnav, plus heated front seats and steering wheel. You also get to use your phone’s Bluetooth as a key, like a Tesla. Folding mirrors are Trophy only, too.

The basic colour is white, or you can go for blue, black, grey or red. The black and grey are metallic, costing £495, and the red is tri-coat. Blue is a no-cost option. The Trophy also has the option of the fetching tri-coat orange used in a lot of the first MG4 press images. It’s £545 extra, as is the red of our review car.

The wheels are 17in in every case. They look like diamond cut alloys but are in fact plastic covers over an alloy base. They are attractive and will be cheaper to replace if kerbed, but this is one area where the MG4 isn’t quite as premium as it could be.

You might not be very concerned when you realise the headline feature of the MG4 EV – the cost. This isn’t quite the EV bargain we’ve longed for that is the same price as its petrol equivalent just yet, but it does get closer than any electric car before now.

The base SE Standard Range car is just £25,995, which undercuts Stellantis equivalents such as the Vauxhall Corsa-e and Peugeot e-208 by over three grand, while providing a little more range. The SE Long Range is still reasonable at £28,495, and still less than the Stellantis competition, but with much greater range. The Trophy is a less reasonable £31,495, but you will be paying over 4 grand more for a Hyundai Kona with just a little bit more range, or around the same for the Kona with less range. The Renault Zoe is about the same for less range, and the Volkswagen ID.3’s current price is £4,500 for less range than the MG4 EV Trophy too.

It’s worth noting that now the government grant is gone, these are the real prices. So while there were £26k cars like the base Renault Zoe in the past, these had a £3,000 discount that you can’t get now. Overall, then, the MG4 EV dominates on value. It beats anything from Stellantis, Hyundai or Kia, and absolutely trounces the current prices of the ID.3 or Cupra Born. No other electric car currently on the UK market comes close in features and range for the money.

MG also claims a residual value over 60%, so predicts keen monthly lease prices. The company expects these to be around £300 for the SE Standard Range, £350 for the SE Long Range, and £410 for the Trophy Long Range. All these undercut competitors by some margin.

Design, Comfort and Storage

Exterior Design

Previous electric MGs were somewhat dowdy in external appearance, and certainly no heir to the cuteness of the brand’s open top sportscar heritage. The MG4 EV is in a different league. The design is much funkier and more futuristic. There is, of course, no vestige of a fossil fuel engine air intake. Instead, the nose is sharp, and the frowning light profile endows a serious appearance.

The rear incorporates a LED light bar, which cuts across the boot door, lending a sharp and purposeful look. This is a Trophy feature, as is a rear spoiler. This appears to be more stylistic than functional, as MG admits that it has a mild negative effect on range. It certainly looks good alongside the two-tone roof of the Trophy cars. Rear privacy glass is Trophy-only too.

The MG4 EV is about the same size as a VW ID.3 or Cupra Born, although the latter two cars are a little taller. There are certainly some stylistic similarities to these cars. Overall, while the MG4 EV doesn’t quite have the visual impact of the Cupra Born, it’s still a good-looking car. You won’t just tolerate its appearance because of its value. It’s actually quite stylish, and MG claims this will be the theme going forward too.

Interior Comfort

If previous MG EVs looked unexciting on the outside, the interiors were similarly old-fashioned, particularly the dashboard instrumentation. This has completely changed with the MG4 EV, which is starkly minimalist inside and entirely digital. Most of the buttons and switches have disappeared, as have the analog dashboard dials. Also, since this is an EV-only platform, the batteries are under the floor in a “skateboard” design, enabling a longer wheelbase and more interior space.

The materials also have a more modern look, although some of the trim doesn’t have the quality feel of premium automakers. For the Trophy cars, you get a mixed “leather style” and fabric car seat upholstery, in black, which is stylish if not luxurious. The SE trim uses fabric-only upholstery.

The seats are comfortable enough. For the SE cars, they are mechanically adjusted, but the Trophy adds electric adjustment to the driver’s side. This is 6-way but doesn’t include lumbar. There’s a decent amount of headroom, so if you’re over six feet tall you should still be okay. However, the buttons for adjusting the electric seats are wobblier than we’d like.

The central console is lower than on previous MGs, so you could slide over between driver and passenger easily. Towards the rear is a short armrest with a cubby underneath. There’s another shallow compartment further forward under a sliding cover. Ahead of this are a couple of cupholders. A protruding ledge houses the drive controls, with a wireless car charging mat (Trophy trim only) towards the front. There are USB Type A and C plus a 12V car power port underneath. The glove compartment is reasonably sized.

The rear seats have a healthy level of head and knee room for adults, more than Stellantis competitors, and the central seat will be passable for an adult too. However, the middle seat back can’t be pulled down to make an armrest. While there is a single USB port for rear passengers, they don’t get their own air vents either. However, both outer rear seats incorporate ISOfix points for child seats. There are also little pockets for phones on the backs of the front seats for rear passengers to use.

Unfortunately, although a sunroof is a feature of the MG ZS EV Long Range Trophy trim and can be specified with the MG4 EV in some regions, MG told us this won’t be available in the UK. We would say that Great Britain lacks the sun to make this essential, but the summer of 2022 refutes that.

Storage and Load Carrying

While the rear passenger space on the MG4 EV is reasonably generous, the boot capacity is merely mediocre. With the rear seats up, you get 363 litres, which is a bit less than a VW ID.3 or Cupra Born, and quite a lot less than a Nissan Leaf as well. But it’s more than a Vauxhall Corsa-e or Peugeot e-208. There is a little bit of space under the boot floor, however, which is enough for a charging cable and some emergency supplies. With the floor in place, there is no boot lip either, which will please those who criticised the MG5 for this aspect.

Drop the rear seats forward, which has the typical 60/40 split, and you get 1,177 litres. This is reasonable for a hatchback, but again less than the ID.3 or Born. It is more than a Nissan Leaf, Peugeot e-208 or Vauxhall Corsa-e, though. So overall the boot space is merely mediocre in its class, rather than top of the league. However, with the rear seats down the boot is essentially flat, which is handy if you have a long flat item such as an Ikea flat pack to transport.

There is no frunk on this car. Under the bonnet can be found all the HVAC system equipment and 12V battery. But MG told us the MG4 EV is rated to tow up to 500kg unbraked. That’s not enough for a caravan, but it would mean you could pull a trailer.

In-Car Entertainment and Controls

MG has modernised every aspect of the interior and controls for the MG4 EV. Like a Tesla or Volkswagen Group EV, you simply get in the car with the keys on your person and press the brake pedal to start the system. The number of buttons has been greatly simplified, and even further than Volkswagen Group’s cars.

The steering wheel is relatively conventional, albeit a funky angular shape. The rim is fat and feels solid in your hands. On the left there’s a button for adaptive cruise plus a multi-function joystick. On the right can be found media and menu controls. There are conventional stalks for indicators and lights (left) and windscreen wipers (right).

There are two “favourite” keys on the steering wheel (one on each side), which you will want to set up. As there is no separate button for motor power, configuring the left-hand button for this is almost essential. Unfortunately, you can’t do the same for the right-hand button for regen levels. You can only choose between air conditioning or media source.

In general, we think MG has gone just that little bit too far with removing button clutter. We would still like to have seen a button for engine power (which resets to “normal” each time you power down the car). With Snow, Eco, Normal and Sport modes available, being able to choose between them quickly is essential. Likewise having no dedicated control over regeneration is a drawback.

The air conditioning controls are a particular case in point. On the plus side, you can configure the right-hand favourite button to enable the climate settings, which then means you can use the joystick on that side of the steering wheel to change values. But that’s no good for passengers. There are specific buttons to demist front and rear windows, but when you hit the AC button, the interface that appears on the infotainment display doesn’t stay onscreen for very long, making it hard to change the settings while driving.

We do like the 7in display that has replaced the old analog dials of previous MG EVs. This gives you a large digital readout of your current speed, with the limit above and battery level / remaining range below. There is ADAS information on the left, plus a tripmeter on the right, with power / regeneration below alongside an indication of current regeneration level. The tripmeter area can be toggled to show satnav information during navigation – but only if you’re using the car’s built-in navigation, not when your phone is supplying this.

The raised section of the central console has a dial to select drive, neutral and reverse, with a button on the top for park. This is one of the few control elements that will be familiar from previous MG EVs. There is a separate parking brake, but you don’t need to engage that specifically as the system will engage it for you when needed. We would have liked to have seen engine power and regen mode switches here.

MG hasn’t quite gone “full Tesla” with the 10.25in infotainment display. There are still some physical buttons beneath it. However, with previous MGs you got switches for fan speed and temperature, whereas now you only get window demisting and the ability to turn the climate control off and on. This touchscreen is another step up in modern appearance compared to previous MGs, although there is a considerable family resemblance to the MG ZS EV Long Range. The default appearance is black-on-white rather than vice versa, and as this screen is wider, you get four panels in the home screen rather than three. By default, this provides weather with the ability to enable Apple CarPlay and Android Auto below, plus a charging display next along. Then there is a radio / media panel, with satnav information on the furthest right. You won’t get the latter with the SE trim, as that doesn’t come with the satnav.

The infotainment system’s menu structure is similar to previous cars, but the layout is quite different. Instead of having two layers of tabs, the car settings come in five sections (Driving, MG Pilot, Convenience, Lighting and Safety). All the settings for each section are then on one screen, rather than being on separate secondary side tabs. When there are lots of options, such as for MG Pilot, you have to scroll down to see the last few.

Overall, it’s an improvement both in ease of use and aesthetically. However, as we already mentioned, forcing you to use this screen for almost all the AC functions is a mistake. On the one side, you can change everything in one place, including heated seats and steering wheel (Trophy trim only) and air direction. But you will want to be able to quickly change temperature and fan speed while driving, and this has been made harder than with previous MG cars.

MG has continued to develop its iSmart phone app. Connected features were an omission with earlier cars. The iSmart app now enables over-the-air software updates. You can check battery charge level, see other aspects of vehicle status, and monitor if the alarm has gone off. You can also set the air conditioning remotely, unlock the car, and demist the windscreen. Sure, other cars have had these abilities for a while, but MG has now added them in a vehicle that is one of the cheapest EVs around. You need the Trophy trim for the iSMART live features. These include weather, live traffic and the Amazon Music service. Unfortunately, we didn’t have access to the iSmart app during our testing so can’t comment on how well all these features work.

Performance, Running Costs, Range, and Safety

Performance and Driving

Aside from the greater interior space afforded by the Modular Scalable Platform’s “skateboard” design, it has other benefits as well. One is the weight distribution, which MG claims is 50:50 front to back. Another benefit is that, like the VW ID.3 and Cupra Born, the MG4 EV is rear wheel drive. These factors together make it much more fun to drive than the raw performance characteristics would imply.

The Standard Range car’s 168hp motor is enough to propel it to 62mph in 7.7 seconds, while the Long Range cars’ more potent 201bhp gives them a 0-62mph in a slightly higher 7.9 seconds, because the extra power is offset by the extra weight. Putting these figures in perspective, the VW ID.3, Cupra Born, and even the MG5 EV are a bit quicker. The Vauxhall Corsa-e is marginally quicker, but the Peugeot e-208 is slower, as are most of Stellantis’s other EVs.

However, a sub-eight seconds 62mph sprint is equivalent to a fast hatchback of a few years ago, and with an EV’s instant torque the MG4 EV feels quicker than that. The balance and rear wheel drive mean the handling is surprisingly good. As this car weighs 1,685kg, it’s a bit lighter than, for example, the ID.3.

On the A- and B-roads we test drove the MG4 EV on mostly, it felt utterly in its element. In fact, we would go so far as to say it was enjoyable. The suspension handled the bumpy surfaces well. There was a bit more road noise than some cars at speed, but this was far from a dealbreaker. The overall driving experience bodes extremely well for when the hot dual-motor car arrives. Give the MG4 more than twice the power plus all-wheel-drive, and it could be the hot EV hatch some of us have been longing for. We’ll just have to wait and see, though.

With the strongest regeneration level, you can drive the MG4 EV in nearly single-pedal mode, although it’s set to “creep” by default so you will need a final hard press of the brake to enable auto hold. Apart from the road noise we mentioned, having driven the car for hours on end during testing, we can comfortably say that a long drive in the MG4 EV will be just fine.

Range and Charging

The price might be the headline feature for the MG4 EV, but the range you get for that money is what really makes it great value. Until the Long Range MGs arrived, driving distance was the drawback with MG cars. Now even the base Standard Range model with its 51kWh (50.8kWh usable) battery offers a 218-mile WLTP range, which beats Stellantis cars such as the Vauxhall Corsa-e and Peugeot e-208. It’s also worth mentioning that this battery pack uses a Lithium Iron Phosphate (LFP) chemistry, which is more tolerant of charging to 100%. So you can happily use the entire capacity more of the time without worrying about damage.

The Long Range battery has a Nickel Cobalt Manganese (NMC) chemistry, however, so will be best kept between 50% and 80% during everyday usage, with 100% just for longer trips. This 64kWh pack (61.7kWh usable) enables a very healthy 281 miles with the SE Long Range, and 270 miles for the Trophy Long Range, since the latter is a little heavier and its spoiler causes drag.

All these figures are great, with the Long Range cars challenging the excellent larger battery versions of the Kia e-Niro / Niro EV and Hyundai Kona. They beat the non-Tour VW ID.3 and trounce Stellantis’s offerings.

You only get 7kW AC charging, with no 11kW option. A regular 7.4kW home wall box will charge the Standard Range battery in 7.5 hours and the Long Range in 9 hours. DC charging is excellent, however. The Long Range can charge at up to 135kW, so takes just 35 minutes to go from 10 to 80% – exactly what you need for a pit stop during a long journey. This drops to a still decent 117kW for the Standard Range, so this car takes a lightly longer 39 minutes to go from 10 to 80%. This will mean longer journeys remain possible, particularly as the LFP battery can handle 100% rapid charging more regularly.

MG also says the MG4 supports vehicle to load, so you can charge other devices from the car’s high voltage battery. However, we didn’t have the adapter during our test drives to give this a try.

Running Costs

The MG4 EV is reasonably, if not outstandingly efficient. The Standard Range, on paper from its WLTP rating, delivers 4.3 miles per kWh, the SE Long Range 4.6 miles per kWh, and the Trophy Long Range 4.4 miles per kWh. With a 29p per kWh supply (still available at time of writing) that equates to between 6.8p per mile to 6.4p per mile, although obviously that is going to go up a lot in October.

We got 3.2 miles per kWh during out test driving, but we drove most of the time in Sport mode and did not spare the accelerator pedal. Our test car was also a Trophy model, so overall we were quite pleased with the frugality. With less enthusiastic driving you will easily get well over 200 miles from the Long Range cars during everyday usage.

We don’t know the insurance groups for this car yet, although recent MGs have been in higher groups than earlier ones. MG warranties are now getting close the Koreans, though. The basic guarantee is for 7 years or 80,000 miles. This includes the battery, although MG doesn't state a percentage capacity.

Safety

Safety features have been great across the board with recent MG cars, and the MG4 EV is well endowed in this respect. The base MG Pilot safety features are generous, including Active Emergency Braking with Pedestrian and Bicycle Detection, Lane Keep Assist with Lane Departure Warning System, Traffic Jam Assist, and Intelligent Speed Limit Assist with Traffic Sign Recognition.

These are all the features you need for a good Euro NCAP rating with current testing procedures. There is also Intelligent High Beam Assist and Driver Attention alert. Adaptive Cruise Control is available on all models, something we now consider essential with today’s traffic levels. We found this a bit finicky in practice, with speed changes that weren’t as smooth as we would have liked, but it's great to have this on even the base SE Standard Range. We also noticed that the speed limit sign recognition was temperamental.

Move up from SE to Trophy trim, and you get Blind Spot Detection and Lane Change Assist, Rear Cross Traffic Alert, and Door Opening Warning. And, of course, there’s that 360-degree parking camera we mentioned. This provides a top-down view on the left, rear parking camera in the middle, and sensor display on the right. It’s a decent implementation.

Key Specifications

*based on electricity costs of 29p per kWh