MG is broadening its EV line-up with the new MG4. Ted Welford gets behind the wheel.

What is it?

The modern-day MG is a far cry from the one that produced classic British sports cars, but it’s proving no less successful. Owned by Chinese automotive giant SAIC Motor, MG is the fastest-growing car brand in the UK and sales have grown by 70 per cent in 2022 alone (up to the end of October).

It now sells more cars here than the likes of Land Rover, Mini and Skoda, and much of its success has come from its electric models – the ZS EV crossover and MG5 estate. The brand is now expanding further with the new MG4, its first electric hatchback and one that’s set to grow this brand even further. But is it set to succeed?

What’s new?

The MG4 is the first model from the firm to use a bespoke EV platform that will go on to be used in a number of electric MGs in future years – the key advantage to this being that it’s rear-wheel-drive and uses a thin battery that takes up minimal space.

The MG4 also shows a more adventurous design direction for MG, though more on that later. But crucial to the appeal of the MG4 is its price, which starts from £25,995, and undercuts rivals by a significant chunk of money.

What’s under the bonnet?

MG is offering two powertrain options here – the Standard Range and the Long Range. The Standard car features a 51.1kWh battery and 168bhp electric motor, with MG claiming a more-than-respectable 218 miles from a charge.

But here we’re trying the Long Range version, which packs a larger 64kWh battery and increases the claimed range to an impressive 281 miles, or 270 miles in the case of our top-spec Trophy test car. It packs a slightly more powerful motor producing 200bhp and 250Nm of torque, though performance is almost identical to the Standard Range car because of the additional weight of the battery – 0-60mph arriving in 7.7 seconds, and maxing out at 100mph.

It can also charge at up to 135kW, meaning a 10 to 80 per cent charge at an ultra-rapid charger would take 35 minutes. When plugged in at home into a 7kW wallbox, it will take nine hours to top-up.

What’s it like to drive?

Behind the wheel, the MG4 feels a real step up compared to the brand’s models so far. It’s got a 50:50 weight distribution, and the rear-wheel-drive setup makes it quite entertaining to drive – you can really feel the car pushing you around a corner. The acceleration is brisk and instantaneous (as with any EV), but here it feels quicker than the 7.7-second 0-60mph figure figures suggest.

There are various driving modes and levels of regen to play with, depending on preference, too. It rides well and avoids the choppy ride of many rivals. Our only real complaint is that there is quite a lot of wind and road noise at speed, and it doesn’t feel as refined as plenty of other EVs in this class.

How does it look?

MG’s designs to date have been quite straight-laced and uninspiring, but the MG4 is quite a lot bolder. There are sharp angles all over the place, and it certainly doesn’t give the impression that it’s one of the cheapest EVs on sale.

There are some great touches to it, such as the twin aero roof spoiler, which looks like it’s been taken from a concept car, while the imposing LED rear lights feature a fancy ‘hatched’ pattern on top-spec Trophy models. It’s a touch that wouldn’t look out of place on a high-end premium product. We’re personally not a fan of the front end of the car, as it just looks a bit squashed and busy, though styling will always be subjective.

What’s it like inside?

The MG4’s interior adopts the increasingly trendy minimalist look, with very few buttons in the cabin, and instead just a central touchscreen, which is where you find the climate menus alongside traditional media and navigation functions.

It’s a slick-looking cabin, particularly with the floating centre console – housing the drive selector – that offers loads of storage space beneath. The squared-off steering wheel is another modern touch and features configurable shortcut buttons on it, which you can use to change the climate. It’s a clever feature, and though the interior doesn’t feel quite as well screwed together as some rivals, it certainly doesn’t feel as ‘cheap’ as its price.

The MG4 ticks plenty of boxes in the space department too, with that new platform ensuring there’s room in the rear seats for adults. The 363-litre boot is smaller than a Volkswagen ID.3 and Nissan Leaf’s but is still a practical and usable size.

What’s the spec like?

The talking point with the MG4 is what it costs. Its £25,995 starting price for the SE Standard Range not only undercuts cars in its class – it’s £3,000 cheaper than the entry-level Nissan Leaf and £5,000 less than an entry-level Citroen e-C4 – but cars from the class above. An electric Vauxhall Corsa, for example, starts from £29,000.

Yet the level of standard equipment is superb and includes LED front and rear lights, a 10.25-inch touchscreen, seven-inch digital dial display, 17-inch alloy wheels and adaptive cruise control. It’ll cost you £28,495 for the SE Long Range car, while the top-spec Trophy (costing £31,495) brings a 360-degree camera system, wireless smartphone charging and heated front seats. Even at this price, though, it still undercuts the cheapest Volkswagen ID.3 by £5,000.

Verdict

The MG4’s starting price truly shows how expensive rival EVs are, and answers the needs of those wanting a lower-cost electric car, yet without having to bring any sacrifice on range and equipment. It’s also hardly any more expensive than a like-for-like petrol or diesel car.

While, yes, there are some areas where it doesn’t score top marks – interior quality and refinement – the MG4 has no real weakness, and how it manages that at this price is remarkable. It should certainly give plenty of the established brands something to worry about.

Facts at a glance

• Model: MG4 EV
• Price: £25,995
• Model as tested: MG4 EV Trophy Long Range
• Price as tested: £31,495
• Powetrain: Single motor and 64kWh battery
• Power: 200bhp
• Torque: 250Nm
• 0-60mph: 7.7 seconds
• Top speed: 100mph
• Economy: N/A
• Emissions: N/A
• Range: 270 miles
• Max charging rate: 135kW

BMW is expanding its EV line-up with the i7 – an electric version of its 7 Series. James Baggott heads to California to put it to the test.

What is it?

BMW’s CEO Oliver Zipse doesn’t think the UK is particularly well set up for electric cars yet – but that hasn’t stopped his firm betting big on a zero-emissions future.

The chairman of the BMW board of management has taken a swipe at the UK government for its poor charging infrastructure and for moving too fast with a ban on combustion engined models by 2030, but despite the grumbles his firm is charging ahead with its introduction of electric cars.

This is the latest – the tech laden, gadget toting i7, an electric version of its flagship 7 Series.

What’s new?

It’s a clever new model with lots of tricks up its sleeves. Firstly there’s a new look to contend with – a gaping front kidney grille and refreshed headlights can certainly be described as, well, distinctive. Elsewhere there’s plenty of talking points including a £7,000 optional 31-inch rear cinema screen that folds down from the roof lining and turns the back seats into a movie theatre.

The doors are powered and can be opened or closed with a touch of a button and the interior features a striking new ‘interaction bar’ for some of the controls. But gimmicks aside, it’s what’s driving the wheels that’s really of interest as this is the first fully electric option for the 7 Series.

What’s under the bonnet?

While the new 7 Series is available with two plug-in hybrid options – sadly neither of which we got to drive at the launch – the big talking point is really the electric unit.

With a range of up to 388 miles, the car boasts 544bhp and a whopping 745Nm of torque. It’s an incredible unit that offers a huge range thanks to massive batteries buried in the floor.

Fast charging can be carried out at up to 195kW – which will give the car 106 miles of range in just 10 minutes. At home, where most people have 7kW chargers, a full replenishment of the batteries will take 16 hours.

What’s it like to drive?

On the road it’s incredibly smooth. The power delivery is linear and rapid, and like most electric cars, very rapid. With several different driving modes, piped in sound via the 36 speakers ranges from Hans Zimmer-like cinema scores to growling roars. It’s all rather dramatic.

The 7 Series has active steering and suspension which helps to offer the smoothest ride possible, even reducing roll to keep occupants comfortable. There’s a brilliant head-up display and augmented reality sat nav built into the dash that projects arrows onto a live video feed of the road ahead as well.

The car is full of clever tricks too. In countries that allow it, fully autonomous driving is available on motorways up to 85mph and it can even park itself. It will remember 10 different parking spaces in underground garages or similar and can take over and park for you.

How does it look?

The looks are a little controversial, but BMW likes to make a statement with its design. The new nose is the focal point but there are lots of additions to make it more aerodynamic and thus maximise its range.

BMW describes the new look as its ‘luxury class face’ and it’s also present on the new X7, so you better get used to it.

For the first time, there’s an optional two tone paint – with one colour above the doors and another below them. It’s all rather regal, but probably won’t be chosen by very many buyers.

What’s it like inside?

Inside it’s rather classy too. The new interior has had a lot of thought put into it including spacious, reclining rear seats and that cinema screen to entertain executives.

The screen is 31-inches and, although it’s rather close to your face, the 8K quality is stunning. It works thanks to Amazon Fire TV software and a 5G internet connection from the car, which owners will have to pay for separately.

In the back, speakers are buried in the seats to really give a cinematic bass-filled experience and the 2000W Bowers & Wilkins sound system does sound incredible.

The auto opening doors are a bit of a gimmick, though – they close or open electronically at the touch of a button, just like they do on a Rolls Royce, but it’s really no quicker than just doing it yourself.

What’s the spec like?

The spec is very high – as you’d expect for a car costing more than £100,000. There’s lots of kit included as standard, like a clever security system that records images around the car if it detects a break in.

The BMW curved dash has two displays – one 12.3 inches and the second 14.9 inches – which are angled towards the driver and are a brilliant addition.

The entry level Excellence specification has niceties which include 19-inch alloys, illuminated kidney grille, front and rear heated seats, adaptive LED headlights, head-up display, wireless mobile phone charger and much more. An M Sport specification (starting at £112,000), which adds things like larger wheels, is also available.

Verdict

Just nine per cent of global BMW 7 Series sales will head to Europe and in the UK a little over 1,000 were bought in 2021.

Add in the fact Brits have fallen out of love with saloons and it doesn’t really matter how many tricks the i7 has up its sleeves, as it’s unlikely many retail buyers will shell out for one. Far more of interest to them are the electric SUV models BMW offers, like the fantastic iX.

Most i7 models will actually find their way into the hands of chauffeurs and with much of the focus on back seat comfort – and entertainment – those who do get a lift in the new car are unlikely to want to get out at the end.

That said, the tech making a debut on the i7 is fascinating and (mostly) very well executed – what will be of real interest is just how quickly much of that trickles down to more affordable cars in BMW’s range.

Facts at a glance

• Model: BMW i7 xDrive60
• Base price: £108,305
• Model as tested: BMW i7 xDrive 60 M Sport
• Price: £112,805
• Engine: Electric
• Power: 544bhp
• Torque: 745Nm
• Max speed: 149mph
• 0-60mph: 4.7 seconds
• MPG: N/A
• Emissions: 0g/km
• Range: 367-388 miles

How has removing the roof changed the M4 experience? Jack Evans finds out.

What is it?

BMW’s latest M4 has established a positive reputation for itself, despite having only been on sale in the UK for just under two years. And, fitting in with previous generations of this performance car, BMW has seen fit to broaden the range with the addition of a drop-top version.

Not only does it ditch the folding metal roof of its predecessor, but this new M4 Convertible brings BMW’s clever xDrive all-wheel-drive system too. But do all of these changes dilute the experience? We’ve been finding out.

What’s new?

So, as we’ve touched upon, that folding roof is the biggest change here. No longer do you get a metal folding version, but instead a more lightweight fabric setup. BMW says that it weighs 40 per cent less than before – and weight is usually an issue when you lop the roof off a car – and means that you get 80 litres more luggage space when the roof is stowed away compared with its predecessor.

The roof takes just 18 seconds to open or close, too, and it can be operated at speeds of up to 31mph. If you’re caught off-guard by a rain shower, you’ll easily be able to put the roof up while sitting at the lights.

What’s under the bonnet?

As with both the regular M4 and larger M3, the M4 Convertible uses a turbocharged 3.0-litre straight-six engine which, here, produces 503bhp and 650Nm of torque. Driven to all four wheels through an eight-speed automatic transmission, that output enables a 0-60mph time of 3.5 seconds and a top speed of 155mph.

Thanks to that xDrive system you’ve got more traction, too, though you’re able to adjust how much power is sent to the rear wheels through the car’s driving modes – you can set it solely to rear-wheel-drive for a more ‘traditional’ M4 experience, in fact.

BMW says you should see around 22.8mpg – and we saw much higher than this during longer motorway stints – while CO2 emissions stand at 232g/km. It’s worth pointing out that you can only get the Convertible with xDrive, whereas the hard-top versions can be either xDrive or solely rear-wheel-drive.

What’s it like to drive?

We drove the M4 Convertible through some pretty horrendous weather at times and what shone through was just how stable this car is in poor conditions.

The addition of that xDrive system gives it some proper traction in the wet, so there’s none of that slightly nervous feeling that you may have found in M4 generations of old. The fabric roof manages to keep the cabin remarkably hushed, too, and there doesn’t seem to be much of a drop-off in sound insulation compared with the older metal version.

But all of this doesn’t mean that the M4 Convertible isn’t fun. It remains monstrously fast – just as the hard-top is – with sharp, agile handling that really allows you to key into the route you’re taking with ease. With the roof lowered, all of that experience is elevated, though the cabin does get particularly blowy, even with the wind deflector in place.

How does it look?

Though the removal of that metal roof might take away some of the sleekness that you got on the previous M4 Convertible roof, the new fabric version still manages to create a streamlined and attractive look. Fold it down and the M4 becomes a genuinely eye-catching thing, with its muscly arches only helping to take its presence further.

That front grilles – which caused such a stir when it was first revealed – feels somewhat toned down in the Convertible, though we could just be getting used to the sight of it.

What’s it like inside?

The M4 Convertible’s interior is finished to a really high standard, with plenty of good-quality materials used throughout. Our test car’s blue leather might not be everyone’s go-to choice, but against the black exterior it looked – to our eyes at least – pretty good. The driving seat has plenty of adjustability and allows you to get nice and low in the car. The carbon-backed bucket seats provide ample support, too.

How’s the space in the rear though? It’s pretty good, in truth. Those large carbon front seats do eat into rear-seat legroom, but adults will be able to sit there for shorter journeys easily. It’ll be more than spacious enough for kids, too.

What’s the spec like?

Prices for the M4 Convertible start from £85,870, with all cars receiving electric heated memory seats, automatic air conditioning and lashings of carbon fibre trim as standard. BMW’s latest infotainment system is included, too, and it’s very easy to use and swift to react to inputs.

Our test car came in at £93,270 in the end, with the bulk of that additional cost coming through the fitment of the £11,250 ‘Ultimate Pack’ which brought features like those carbon bucket seats and BMW’s powerful Laserlights, as well as a heated steering wheel and wind deflector. In truth, it feels like both of these latter options should come as standard in this drop-top model – they’d be less required in the hard-top version.

Verdict

Though convertible versions sometimes bring a trade-off in performance and driveability over their fixed-roof stablemates, that doesn’t feel the case with the M4 Convertible. The inclusion of xDrive makes this a genuinely capable all-weather model, while that new fabric roof hasn’t hampered refinement when it’s in place.

Though for outright sharpness you might be tempted to still opt for the ‘regular’ M3 or M4, this Convertible version shows that there’s very little drawback for wanting open-air thrills.

Facts at a glance

• Model: BMW M4 Competition M xDrive Convertible
• Base price: £85,870
• Price as tested: £93,270
• Powertrain: 3.0-litre turbocharged straight-six petrol
• Power: 503bhp
• Torque: 650Nm
• Max speed: 155mph
• 0-60mph: 3.5 seconds
• CO2 emissions: 232g/km
• Economy: 22.8mpg