For a little over two years, MG has orchestrated its return to the European market with generic products, the main argument of which was a canon price. Since the restyling of the electric ZS, which took place in early 2021, the Chinese manufacturer has largely added services to the competition. The MG4 take a new step. No more impersonal rules: this new electric compact shows real character and does not copy its style from a rival. In fact, it features some gimmicks that reflect MG’s British origins. This is the case of the lines of the bonnet and front bumper, which intersect in a manner reminiscent of the Union Jack, the famous flag of the United Kingdom. In short, the MG4 has personality and we dare to go even further: its style resembles that of a compact MG, if the brand had not gone bankrupt in 2005, before being bought by a Chinese industrialist.
The MG4 not only presents well, but is also the spearhead of MG’s ambitions for Europe. Because it is indeed for the clientele of the Old Continent that it was designed with priority. The Chinese group SAIC has developed a unique technical platform for this compact, called MSP (Modular Scalable Platform). Conventionally, it integrates the battery into the chassis. This is distinguished by its thinness of 11 cm, made possible by the organization of the cells, which are not grouped into modules but are directly connected to each other. This allows you to maintain a comfortable sitting position in the back seat, while many rivals have a seat too close to the ground due to a raised floor. As usual with MG, two types of batteries are offered. At the entry level there is a 51 kWh lithium iron phosphate battery and the alternative is a 64 kWh NMC 523 lithium battery. In both cases, the cells are supplied by CATL.
A sexy MG 4 on the outside, less so on the inside
If the MG4 is much sexier than any other model in the range, we can only be disappointed by the finish. From the outside, under the chassis there are protruding, rough and highly exposed side members in case of friction, which can give rise to corrosion. Inside, the furniture shows clean lines, but the materials look less rich than on the ZS SUV. Hard plastics are legion, the atmosphere unflattering.
In the life on board department, ergonomics remain the most deplorable. The central screen uses software that had convinced us with its simplicity in the ZS EV or the MG5. While menu layout is still relevant, the disappearance of the hotkeys makes for too many clicks to switch from one menu to another. The worst concerns access to the air conditioning: a simple button calls up the menu… but it only remains visible for a few seconds! Annoying while driving. To display it continuously, you have to go through the main menu page. And whichever way you choose, the automatic mode of the air conditioning comes across as too aggressive, as always with MG. We also scold the buttons on the steering wheel, which change function according to the displays on the screen, while certain commands, such as the distance adjustment of the adaptive cruise control, are hidden at the bottom of a menu. Many manufacturers have indulged in nightmarish ergonomics by trying to streamline the style of their dashboards. MG is unfortunately one of them.
The MG4 is a fun-to-drive RWD
On almost all models in its range, MG has managed to deliver interesting road performance worthy of its sporting heritage. Many did not expect so much from products designed in China. With its new compact, the brand wanted to go further: the choice for a propulsion architecture is telling, MG wants to target car enthusiasts. What is true of the first versions offered at launch should be even more true in the future. The brand is already announcing a future version with all-wheel drive, with 450 hp… More than a Mercedes-AMG A45!
Indeed, our test on the roads of Provence revealed a certain dynamism on the part of the MG4. Like many electric cars, this compact exhibits near-perfect mass centering. is added to this fairly advanced running gear, with a multi-link rear axle. The balance is quite playful, the back accepts the bends when lifting the foot. Better: in Sport mode you can let the rear wheels slip slightly when accelerating.
On a slippery road, the behavior is even playful. But the suspension the slightly loose damping puts body movements on the large undulations of the road, to the point that the car sometimes destabilizes. The same applies to hard braking where the rear, completely relieved, sometimes wants to take a little too much freedom. On the other hand, with medium deformations (small bumps, speed cushions, etc.), the springs show their firmness. The shocks are then unpleasant for the passengers, especially since the pumping frequency is quite high (1.35 Hz at the front, 1.6 Hz at the rear).
Perfectable steering and damping
The steering, quite direct (it shows a gear ratio of 14.8:1) is devoid of any play around the center point. What to insure a excellent responsiveness at small steering angles. Too bad, the agility loses its luster in switchbacks and tight corners. It is necessary to do more than reason on the hoop, whose irregular shape is reminiscent of that of the Austin Allegro… an old brand from the same group as MG. The driving sensations have deteriorated a bit. Hard to say whether this laziness in registration is due to chassis setup or tire choice (Continental Premium Contact on our test sample). A variable pitch rack would probably solve the problem.
The engine, with an output of 204 hp, delivers quite comfortable pick-ups: MG announces a 0 to 100 km/h in 7.9 seconds and we measured a recovery from 80 to 120 km/h in 4.8 seconds. Performance almost worthy of a sports compact. These drain only moderately as the battery drains, as 80 to 120 km/h was measured in 5.4 seconds at 20% charge. Still very honorable. However, when climbing a mountain pass at high speed, we noticed quite significant power losses, which were related to battery heating.
The MG4 as versatile as the Volkswagen ID.3
The MG4 is imperfect, but its playful demeanor makes it more fun to drive than a Volkswagen ID.3 Pro or Renault Mégane E-Tech EV60. The fact remains that with the current state of technology, the most important thing about an electric car is still the autonomy and the charging capacity. If there is one point on which this compact defends itself well, it is consumption. The average of 24 kWh/100 km on the highway is average in the category and suggests a range of 260 km without margin. On the road, the drive drops to 17 kWh/100 km, which brings the range to 360 km. Pretty decent.
In terms of carrying capacity, our tests gave inconsistent results. We did find one maximum power of 145 kW, an excellent value for the category. But when we started our load at 10%, we saw two big power drops to 11kW (at 46% and 53% load), each lasting four minutes! Which in particular degrades the performance of this model, which would otherwise be among the references. It took us 40 minutes to reach 80% and an hour to reach 97%… Threshold where the charge stopped by itself, without explanation. And our example was not an isolated case: all MG4s present during the presentation automatically shut down at 97%, and power losses were observed in other models, causing loads to start at 10%. From 20%, on the other hand, the operation was uninterrupted. We assume that the insufficiently efficient cooling system is the cause of this phenomenon.
During our highway test, we could tell this compact had the fiber optic traveler. Air noise is certainly a bit present at 130 km/h, but the sound insulation is generally satisfactory. It must be said that the brand has taken care of the vibration rigidity of its body, with a natural frequency of 50 Hz, worthy of a top model. Too bad, some resonances remain sensitive to the level of the battery box. On the highway we are on the other side disappointed with the quality of the driver aids: cruise control that brakes for no reason when cornering, lane assist with totally disorderly action… There’s still a long way to go before we reach the level of the best.
MG still has to work to raise its compact to the level of the best… But the benefits are already there, and this car even exudes a touch of charm, which is increasingly rare these days. It mainly carries out the argument of a much lower price than its rivals, from € 34,990 in a fully equipped luxury finish (heated seats and steering wheel, induction charger for smartphones, driver aids, etc.). In comparison, a Volkswagen ID.3 starts at €46,100 and a Renault Mégane E-Tech EV60 asks for a minimum of €42,000. Even the aging Nissan Leaf e+ starts at €43,050. In short, the MG4 is a bargain and more attractive. Once again, the Chinese manufacturer gives hope for the best for the future. This compact is probably just the first step towards a real renaissance, let’s hope the minor imperfections are corrected soon.
- Consumption/autonomy
- Pleasant handling
- Sympathetic performances
- Price performance ratio
- Perfectable depreciation
- Infernal ergonomics
- Perfectable production quality
- Battery sensitive to overheating
- Autonomy/versatility4/5
- Comfort2/5
- Behavior on the road3/5
- Performance5/5
- Presentation quality3/5
- Practical aspects4/5
- Prices/equipment5/5
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