► The first truly hot electric hatchback
► RS3 performance at a sub-GTI price
► Dual-motor four-wheel drive
There’s good reason to be excited by the MG4 XPower, and it’s not just because of a set of very impressive numbers. At launch it costs a mere £36,495, or less than a base 201bhp Volkswagen ID.3 electric car, yet the XPower produces a mighty 429bhp from dual motors powering all four wheels.
The result is a claimed 0-62mph time of 3.8 seconds thanks to a standard launch control system, a ridiculous figure given the butter wouldn’t melt looks. Numbers are one thing, but it’s the fun and satisfaction a regular MG4 provides that gets us hopeful for a truly entertaining electric hatch.
What else has MG done to make the XPower?
Externally the easiest way to spot an MG4 XPower is the 18in wheels, larger brakes with orange calipers and glossy lower body mouldings with silver inserts. A black roof also features, although you get that on the upcoming MG4 Extended range, too. Inside you get metal ‘sports’ pedals, Alcantara upholstery, red stitching and that’s it.
Thankfully a bit more has been done to the chassis than the visuals. The front and rear suspension has been stiffened but not lowered to help protect the battery, and there’s torque vectoring by braking on all four wheels. Those hoping for a proper limited-slip diff and perhaps a drift mode will be disappointed.
I can’t wait any longer, is it any good?
If your main concern is bragging rights or being able to humiliate far more expensive performance machinery off the line, the XPower certainly delivers. Using the easily engaged launch control helps deploy all that motive force without slippage in the dry, pushing you firmly back into the seat as the XPower explodes forwards.
Just stamping on the throttle on the move or when stationary delivers brutal acceleration too, making the performance figures quoted entirely believable. As easy as it is, you’ll need a firm grip on the steering wheel as there’s quite a bit of torque steer to contend with. This is especially true on heavily cambered country roads.
Drive the MG4 XPower in a normal fashion and it’s easy to forget how potent it is. Well-judged throttle mapping means its easily to lope along sedately and the ride isn’t too much firmer than a regular MG4. The range does take a hit at 239 miles compared to a best of 281 miles for the Long Range with which it shares a battery, but 150kW charging gives a 10-80% time of 35 minutes.
I feel a ‘but’ coming on…
You’d be quite right. The XPower is undeniably rapid and a performance bargain, but it just isn’t as much fun as a regular MG4, let alone a ‘proper’ ICE hot hatch. With spring rates up 25% up front and just 10% on the rear and that lofty ride height (the XPower is 12mm taller than the regular MG4), there’s more roll and less body control than you might expect for something so fast.
While the brakes are easy to modulate, the steering is on the slow side and doesn’t build enough reassuring weight as cornering forces increase. Grip levels are good but not amazing from the Bridgestone Turanza tyres, so it’s possible to stroke the car along at a reasonable lick cross country. Push too hard and things unravel slightly.
In theory, a four-wheel drive system utilising electric motors should allow an instantaneous and delicate torque split front to rear. In practice, the MG4 XPower feels far too front biased if you get greedy with the throttle making for a safe but not particularly entertaining handling balance. A Cupra Born feels a bit sharper while an Audi RS3 or AMG A45 shows what can be done with a superhatch.
And the interior?
Interior dimensions are unchanged, so this is still a practical hatchback that while not as big as a Cupra Born offers far more room than an Abarth 500e. Like the outside, the changes are arguably too subtle for such a high-performance variant.
MG 4 XPower review: verdict
MG set out to make a car every bit as liveable day to day as a regular MG4, just with a lot more go. In that sense the XPower succeeds, but like the Smart #1 Brabus, it’s missing the point of the performance car. We’d happily sacrifice a bit of comfort for greater agility and a bit more feel to make this a better driver’s car.
As it stands, this feels like a bit of a one-trick pony that’s pushing the chassis into an uncomfortable territory. Here’s hoping for a more focussed Cup version.