# data.attributes.metatag[].attributes.content
Even in mid-life, the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin

# data.attributes.metatag[].attributes.content
Even in mid-life, the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin

# data.attributes.metatag[].attributes.content
Even in mid-life, the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin

# data.attributes.metatag[].attributes.content
Even in mid-life, the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin

# data.attributes.metatag[].attributes.content.description[]
the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin

# data.attributes.metatag[].attributes.content[]
"headline":"MG Motor UK MG4 Review 2026"

# data.attributes.metatag[].attributes.content[]
the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin"

# data.attributes.field_cars_driving.value
Would you be happy driving an MG4? Yes. Well, with a proviso for the XPower. Obviously that’s framed within the parameters of electric hatchbacks, but the car is good basic stock.

Its motor is slung out the back and powers the rear wheels, so there’s an element of inherent dynamism. The weight distribution is 50:50 front to rear, and the steering has been developed with a quick rack and nicely linear response, so the car feels perky and forthright. It certainly feels lighter than the 1.8 tonne kerbweight would suggest.

When you add in instant electric response, the MG4 feels genuinely lively. But saying that, MG has resisted the temptation to make the MG4’s acceleration too insistent: 0-62mph in just under 7.5 seconds for the Long Range and a genuinely lively 6.2 seconds for the Extended Range. There’s plenty for safe overtakes of bimbling tractors and the like.

But you mentioned the XPower. What’s that like?

It’s very quick and easy to drive. And if all you want is the speed of a Mercedes-AMG A45 with none of the noise or involvement, then by all means go for it. But this is a toe in the water from MG. Visually the upgrades are scant: orange brake calipers and different but same-size wheels outside, inside coloured stitching and bigger-bolstered seats.

It’s neither crisper nor more engaging to drive than the standard car, and the ride is stiffer, though not quite punishing. Still, a 435bhp electric hatch that’s priced alongside a base VW ID.3 has to be tempting.

Are the regular versions comfortable?

The ride is a little firm at times, but decent damping means it doesn't get on your nerves. Yes, you can hear the suspension booming if you get the wrong sort of surface or road, but mostly road noise isn't an issue. And grip is good, shading to gentle, easily-dealt with understeer if you push too far, or oversteer if you provoke it with sudden right-foot action. Beware, even in its fully on position, the ESP will let the back step out. Not so much you need to correct, just so your passengers emit a little 'eep'.

As for the rest, there’s adjustable brake regeneration which is good, though no switch or paddles to operate it. We just programmed the spare steering-wheel button to cycle through the brake regen modes, so that really wasn’t a problem.

And the driver assist?

Yes this is often a bugbear in Chinese cars, and very much was over-intrusive and hard to quench on the pre-facelift MG4. Now though the lane departure system and auto-brake are far less wilfully twitchy and the speed limit buzzer (which like all these systems can get it wrong) isn't too loud.

Also you can set a custom combination with all the very many systems in their on or off or half-on positions. Then when you start the car and they default to 'on' by law, you just swipe-down from the top of the screen and hit 'custom' and confirm. The ADAS suite is called MG Pilot and it has a broad set of features.

# data.attributes.field_cars_driving.processed
Would you be happy driving an MG4? Yes. Well, with a proviso for the XPower. Obviously that’s framed within the parameters of electric hatchbacks, but the car is good basic stock.

Its motor is slung out the back and powers the rear wheels, so there’s an element of inherent dynamism. The weight distribution is 50:50 front to rear, and the steering has been developed with a quick rack and nicely linear response, so the car feels perky and forthright. It certainly feels lighter than the 1.8 tonne kerbweight would suggest.

When you add in instant electric response, the MG4 feels genuinely lively. But saying that, MG has resisted the temptation to make the MG4’s acceleration too insistent: 0-62mph in just under 7.5 seconds for the Long Range and a genuinely lively 6.2 seconds for the Extended Range. There’s plenty for safe overtakes of bimbling tractors and the like.

But you mentioned the XPower. What’s that like?

It’s very quick and easy to drive. And if all you want is the speed of a Mercedes-AMG A45 with none of the noise or involvement, then by all means go for it. But this is a toe in the water from MG. Visually the upgrades are scant: orange brake calipers and different but same-size wheels outside, inside coloured stitching and bigger-bolstered seats.

It’s neither crisper nor more engaging to drive than the standard car, and the ride is stiffer, though not quite punishing. Still, a 435bhp electric hatch that’s priced alongside a base VW ID.3 has to be tempting.

Are the regular versions comfortable?

The ride is a little firm at times, but decent damping means it doesn't get on your nerves. Yes, you can hear the suspension booming if you get the wrong sort of surface or road, but mostly road noise isn't an issue. And grip is good, shading to gentle, easily-dealt with understeer if you push too far, or oversteer if you provoke it with sudden right-foot action. Beware, even in its fully on position, the ESP will let the back step out. Not so much you need to correct, just so your passengers emit a little 'eep'.

As for the rest, there’s adjustable brake regeneration which is good, though no switch or paddles to operate it. We just programmed the spare steering-wheel button to cycle through the brake regen modes, so that really wasn’t a problem.

And the driver assist?

Yes this is often a bugbear in Chinese cars, and very much was over-intrusive and hard to quench on the pre-facelift MG4. Now though the lane departure system and auto-brake are far less wilfully twitchy and the speed limit buzzer (which like all these systems can get it wrong) isn't too loud.

Also you can set a custom combination with all the very many systems in their on or off or half-on positions. Then when you start the car and they default to 'on' by law, you just swipe-down from the top of the screen and hit 'custom' and confirm. The ADAS suite is called MG Pilot and it has a broad set of features.

# data.attributes.field_cars_editor_title
MG4 review: still fun, still cheap, and now with an improved interior

# data.attributes.field_cars_inside.value
There’s plenty of space up front, a flat floor and not much room for feet for those in the back. The boot is only ok, small hatchback-sized at 363 litres, and there’s no frunk to stow cables, so they’ll probably live under the second level of the floor. The comparative lack of rear legroom meant the MG4 hasn't been as popular as you'd think with Uber drivers.

How’s things for the driver?

Up front, you get a 10.25-inch driver’s display (was seven inches before) and a 12.8-inch floating touchscreen in the middle. Below that are useful metal switches for basic climate and volume functions, and hazards. Oh and the mirrors and windows get real switches too. This makes us happy.

The centre console is double-deck, the upper level housing the electric handbrake rocker and rotary gear selector, plus a wireless phone charger and twin cupholders. Be warned that heady acceleration in the XPower will send your phone flying out. A bin lies below the centre armrest and there's another tray near the floor. It's a pretty standard EV layout that takes advantage of the absence of an exhaust/transmission tunnel.

Materials are good but not great, though certainly improved from the pre-facelift car. A strip of silvery fake-carbon along the dash enlivens it, and plenty of touchpoints – vents, cupholders, switches – have metallised surfaces.

How’s the touchscreen?

Fuss-free and functional. It does without the jazzy graphics and dancing displays that are only ever a distraction in more premium marques, so does less to draw your attention away from the road. It's a connected system with traffic for the nav, but you'll probably use Apple CarPlay or Android Auto which are wireless as standard.

And the boot?

The 388 litres you get back there are more generous than an E-308 and ID.3, but well short of what you’ll find in a Megane E-Tech or EV4. Fold them flat (well not quite flat, but you know what we mean) and suddenly you’ve got 1,164 litres of room to play with. Or 0.000466 per cent of an Olympic-sized swimming pool. Splash.

# data.attributes.field_cars_inside.processed
There’s plenty of space up front, a flat floor and not much room for feet for those in the back. The boot is only ok, small hatchback-sized at 363 litres, and there’s no frunk to stow cables, so they’ll probably live under the second level of the floor. The comparative lack of rear legroom meant the MG4 hasn't been as popular as you'd think with Uber drivers.

How’s things for the driver?

Up front, you get a 10.25-inch driver’s display (was seven inches before) and a 12.8-inch floating touchscreen in the middle. Below that are useful metal switches for basic climate and volume functions, and hazards. Oh and the mirrors and windows get real switches too. This makes us happy.

The centre console is double-deck, the upper level housing the electric handbrake rocker and rotary gear selector, plus a wireless phone charger and twin cupholders. Be warned that heady acceleration in the XPower will send your phone flying out. A bin lies below the centre armrest and there's another tray near the floor. It's a pretty standard EV layout that takes advantage of the absence of an exhaust/transmission tunnel.

Materials are good but not great, though certainly improved from the pre-facelift car. A strip of silvery fake-carbon along the dash enlivens it, and plenty of touchpoints – vents, cupholders, switches – have metallised surfaces.

How’s the touchscreen?

Fuss-free and functional. It does without the jazzy graphics and dancing displays that are only ever a distraction in more premium marques, so does less to draw your attention away from the road. It's a connected system with traffic for the nav, but you'll probably use Apple CarPlay or Android Auto which are wireless as standard.

And the boot?

The 388 litres you get back there are more generous than an E-308 and ID.3, but well short of what you’ll find in a Megane E-Tech or EV4. Fold them flat (well not quite flat, but you know what we mean) and suddenly you’ve got 1,164 litres of room to play with. Or 0.000466 per cent of an Olympic-sized swimming pool. Splash.

# data.attributes.field_cars_owning.value
It's £29,995 for the Long Range, £32,995 for the Extended Range. Then only another £1,000 for the XPower – but remember that one might have another motor but loses battery capacity.

As we write MG is giving its own £1,500 discount, labelled MG Grant, as a way to fight the UK Government grant on European EVs. Zero interest and deposit contributions are also part of MG's stock in trade so expect a tempting deal on the finance.

There’s a seven-year (80,000-mile, fully transferable) warranty, but nothing more than that for the battery.

What equipment does it come with?

Absent a base model in the range, the kit list is impressive enough: 18-inch alloys, 12.8-inch HD connected touchscreen, 360 degree parking camera, electric seat for the driver and heated for both, LED lights, active grille shutter.

It also has V2L output, and you think you won’t find a use for that, but when you do…

Tell me something I might not realise.

The Long Range model has had a battery chemistry change for the facelift. It's now the more robust LFP type. LFP usually charges more slowly than NCM, but here it is faster than before, at 154kW peak, for a 10-80 per cent time of 25 minutes.

Extended Range is 40 minutes for 10-80, but of course that's getting you more miles because you're filling a bigger battery. The XPower is worst of all worlds, 30 minutes but for the smaller battery – NCM this time not the LFP because it needs to deliver more current.

# data.attributes.field_cars_owning.processed
It's £29,995 for the Long Range, £32,995 for the Extended Range. Then only another £1,000 for the XPower – but remember that one might have another motor but loses battery capacity.

As we write MG is giving its own £1,500 discount, labelled MG Grant, as a way to fight the UK Government grant on European EVs. Zero interest and deposit contributions are also part of MG's stock in trade so expect a tempting deal on the finance.

There’s a seven-year (80,000-mile, fully transferable) warranty, but nothing more than that for the battery.

What equipment does it come with?

Absent a base model in the range, the kit list is impressive enough: 18-inch alloys, 12.8-inch HD connected touchscreen, 360 degree parking camera, electric seat for the driver and heated for both, LED lights, active grille shutter.

It also has V2L output, and you think you won’t find a use for that, but when you do…

Tell me something I might not realise.

The Long Range model has had a battery chemistry change for the facelift. It's now the more robust LFP type. LFP usually charges more slowly than NCM, but here it is faster than before, at 154kW peak, for a 10-80 per cent time of 25 minutes.

Extended Range is 40 minutes for 10-80, but of course that's getting you more miles because you're filling a bigger battery. The XPower is worst of all worlds, 30 minutes but for the smaller battery – NCM this time not the LFP because it needs to deliver more current.

# data.attributes.field_cars_stand_first
With stiff competition in the e-hatch arena, the MG4 needed to up its game. And it has

# data.attributes.field_cars_verdict.value
As a strong-value and fun hatch, the MG4 sent a wake-up call to a market fixated on crossovers, and no doubt also nudged down prices of subsequent hatch rivals. Some 50,000 have sold in little over three years, and most of them were versions with bigger batteries and upper trims.

Three years ago it had a pretty well unmatched blend of range, charging speed, equipment, zippy dynamics and style. If you like, an EV heir to the Ford Focus.

Things have moved on a bit. A lot of very competent rivals, some of which qualify for a big government grant at the time of writing. And they mostly have more interesting cabins, and often more space.

MG doesn't just have to deal with them. It's also got literal shiploads of Chinese rivals undercutting it on price. The MG4 will survive because it's more interesting to look at and better to drive than most compatriots. But you don't want a Chinese car per se. You want a car.

As a car the MG4 is engaging to drive and good-ish value. Even so, in this era of rapidly shifting prices and manufacturer and state incentives, do shop around.

# data.attributes.field_cars_verdict.processed
As a strong-value and fun hatch, the MG4 sent a wake-up call to a market fixated on crossovers, and no doubt also nudged down prices of subsequent hatch rivals. Some 50,000 have sold in little over three years, and most of them were versions with bigger batteries and upper trims.

Three years ago it had a pretty well unmatched blend of range, charging speed, equipment, zippy dynamics and style. If you like, an EV heir to the Ford Focus.

Things have moved on a bit. A lot of very competent rivals, some of which qualify for a big government grant at the time of writing. And they mostly have more interesting cabins, and often more space.

MG doesn't just have to deal with them. It's also got literal shiploads of Chinese rivals undercutting it on price. The MG4 will survive because it's more interesting to look at and better to drive than most compatriots. But you don't want a Chinese car per se. You want a car.

As a car the MG4 is engaging to drive and good-ish value. Even so, in this era of rapidly shifting prices and manufacturer and state incentives, do shop around.

# data.attributes.field_cars_verdict_against
Cramped in the back, small boot, the dual-motor one has the smaller battery

# data.attributes.field_cars_verdict_for
Good to drive, well-equipped, relatively cheap though by no means a giveaway

# data.attributes.field_cars_verdict_text
As a car the MG4 is engaging to drive and good-ish value

# data.attributes.field_cars_what_is_it.value
Here's a Chinese EV that defies Chinese-EV stereotypes. It's not generic to look at, not dull to drive, and not absurdly cheap. It's quite a lively feeling rear-drive hatchback. It has now had its mid-life refresh.

The MG4 even comes as a 435bhp dual-motor version called the XPower that does 0-62mph in 3.8 seconds. But other than the whump of acceleration it actually isn't much more fun and certainly isn't a hot-hatch stand-in.

The 'facelift' doesn't change the face. There are some alterations to the rear spoiler – the distinctive split roof wing is now a single plane. This is still an angular looking car. Which, given this is supposed to be a sporty hatch, sits rather oddly with the organic curves of MG's Cyberster. There are actually more Cyberster cues in the non-sporty MG4 Urban. We have the benefit of hindsight that the original product planners didn't.

The 2026 upgrades are to the cabin: displays, seats, switchgear and materials. Needed it. The screens are bigger and have nicer and clearer graphics with better menus. There are useful metal switches on the console. The seat shape and upholstery are improved.

Oh and model for model, prices are cut for the facelift too. Again, it had to happen given the harsh competition.

So how does it relate to other MGs?

MG has simplified the MG4 range by removing the smallest battery versions and cheap trims. Those low-price ones have been replaced by the MG4 Urban, which is a very different kettle of fish: more roomy but less sophisticated and shorter in range. It has a front-only motor, simple torsion beam rear suspension, and a new kind of cell-to-body battery structure.

Under the skin this 4 is similar to MG's electric crossovers, the MGS5 and MGS6. They're RWD single-motor or AWD twin-motor, and have multi-link rear suspension.

Rivals?

The MG4 is very similar in size to the VW ID.3 and Cupra Born, and like them is RWD. Kia is in there with the EV4, also available with a twin-motor GT version. There's also the Renault Megane E-Tech Electric and Peugeot E-308 although they're FWD but still feel perky to drive. Nissan's third-gen Leaf is bigger and softer and splits the gap between crossover and hatch.

So what are the options?

There's just one main trim now, called Premium. A choice of two battery sizes sit under the floor – Long Range and an Extended Range. Extended is longer than Long. It goes to 11. They are respectively 61.7kWh net at £29,995 and 74.4kWh for £32,995.

Finally there's the XPower hot version. It costs £33,995, which is crazy cheap for the performance. But it gets just 61.7kWh of battery.

The WLTP electric range numbers are 280 miles (Long), 338 (Extended) and 251 (XPower). We got 3.9 mi/kWh in some wintry non-motorway driving in an Extended Range, which would net you a very useful 290 miles. It'd be further if it were warmer, less far at motorway speed. Much less far in the XPower, on account of the smaller battery and the fact there's no way you'd drive it as gently as a WLTP tester.

Charge times are 30 minutes (Long), 40 minutes (Extended) from 10-80 per cent.

What’s it like to drive?

It's relatively low to the ground, has a long wheelbase, is rear drive and has full multi-link rear suspension. In other words, the mechanical foundations for a sophisticated and enjoyable drive are in place. Also, MG has an engineering base in Britain, and those people did the final set-up, both of the suspensions, and now the safety-assist systems, which felt like safety-hinder systems in the pre-facelift car.

Sure enough, the MG4 corners with quick wits and a sense of play. The motors are strong enough to take advantage, and the steering and braking are calibrated to react just as your hands and foot expect. The ride is pretty firm, but that's an acceptable tradeoff. Among the rivals we listed, the MG4, Born and Megane stand as the three fun-biased hatches; the Leaf and EV4 lean into comfort.

The XPower version sure is fast, but it drains its battery quickly if you make use of it and the ride is stiffer and the cornering is no more engaging than the rear-drive version. It makes sense mostly if you live somewhere the roads are often slippery.

For more details on the dynamic experience, click on the Driving tab of this review.

What about the inside?

MG's screen systems are improved lately – the MG4 now has the same setup as the MG electric crossovers and the MG4 Urban. The driver's screen is bigger and more legible than it was when the car was launched in 2022, and the main screen is also better organised. Phone mirroring is wireless and there is also a handy screen shortcut so you can get to your preferred combination of ADAS settings. Handy metal switches control a fair bit of other business.

The seats are better than they were if you're broad-shouldered. Although trim material is more plush than originally, this is still a rather dull looking cabin if an ergonomically sensible one. The rear motor means it isn't very roomy in the back. Again, if that's what you need your MG dealer will point you to the MG4 Urban or MGS5 crossover.

# data.attributes.field_cars_what_is_it.processed
Here's a Chinese EV that defies Chinese-EV stereotypes. It's not generic to look at, not dull to drive, and not absurdly cheap. It's quite a lively feeling rear-drive hatchback. It has now had its mid-life refresh.

The MG4 even comes as a 435bhp dual-motor version called the XPower that does 0-62mph in 3.8 seconds. But other than the whump of acceleration it actually isn't much more fun and certainly isn't a hot-hatch stand-in.

The 'facelift' doesn't change the face. There are some alterations to the rear spoiler – the distinctive split roof wing is now a single plane. This is still an angular looking car. Which, given this is supposed to be a sporty hatch, sits rather oddly with the organic curves of MG's Cyberster. There are actually more Cyberster cues in the non-sporty MG4 Urban. We have the benefit of hindsight that the original product planners didn't.

The 2026 upgrades are to the cabin: displays, seats, switchgear and materials. Needed it. The screens are bigger and have nicer and clearer graphics with better menus. There are useful metal switches on the console. The seat shape and upholstery are improved.

Oh and model for model, prices are cut for the facelift too. Again, it had to happen given the harsh competition.

So how does it relate to other MGs?

MG has simplified the MG4 range by removing the smallest battery versions and cheap trims. Those low-price ones have been replaced by the MG4 Urban, which is a very different kettle of fish: more roomy but less sophisticated and shorter in range. It has a front-only motor, simple torsion beam rear suspension, and a new kind of cell-to-body battery structure.

Under the skin this 4 is similar to MG's electric crossovers, the MGS5 and MGS6. They're RWD single-motor or AWD twin-motor, and have multi-link rear suspension.

Rivals?

The MG4 is very similar in size to the VW ID.3 and Cupra Born, and like them is RWD. Kia is in there with the EV4, also available with a twin-motor GT version. There's also the Renault Megane E-Tech Electric and Peugeot E-308 although they're FWD but still feel perky to drive. Nissan's third-gen Leaf is bigger and softer and splits the gap between crossover and hatch.

So what are the options?

There's just one main trim now, called Premium. A choice of two battery sizes sit under the floor – Long Range and an Extended Range. Extended is longer than Long. It goes to 11. They are respectively 61.7kWh net at £29,995 and 74.4kWh for £32,995.

Finally there's the XPower hot version. It costs £33,995, which is crazy cheap for the performance. But it gets just 61.7kWh of battery.

The WLTP electric range numbers are 280 miles (Long), 338 (Extended) and 251 (XPower). We got 3.9 mi/kWh in some wintry non-motorway driving in an Extended Range, which would net you a very useful 290 miles. It'd be further if it were warmer, less far at motorway speed. Much less far in the XPower, on account of the smaller battery and the fact there's no way you'd drive it as gently as a WLTP tester.

Charge times are 30 minutes (Long), 40 minutes (Extended) from 10-80 per cent.

What’s it like to drive?

It's relatively low to the ground, has a long wheelbase, is rear drive and has full multi-link rear suspension. In other words, the mechanical foundations for a sophisticated and enjoyable drive are in place. Also, MG has an engineering base in Britain, and those people did the final set-up, both of the suspensions, and now the safety-assist systems, which felt like safety-hinder systems in the pre-facelift car.

Sure enough, the MG4 corners with quick wits and a sense of play. The motors are strong enough to take advantage, and the steering and braking are calibrated to react just as your hands and foot expect. The ride is pretty firm, but that's an acceptable tradeoff. Among the rivals we listed, the MG4, Born and Megane stand as the three fun-biased hatches; the Leaf and EV4 lean into comfort.

The XPower version sure is fast, but it drains its battery quickly if you make use of it and the ride is stiffer and the cornering is no more engaging than the rear-drive version. It makes sense mostly if you live somewhere the roads are often slippery.

For more details on the dynamic experience, click on the Driving tab of this review.

What about the inside?

MG's screen systems are improved lately – the MG4 now has the same setup as the MG electric crossovers and the MG4 Urban. The driver's screen is bigger and more legible than it was when the car was launched in 2022, and the main screen is also better organised. Phone mirroring is wireless and there is also a handy screen shortcut so you can get to your preferred combination of ADAS settings. Handy metal switches control a fair bit of other business.

The seats are better than they were if you're broad-shouldered. Although trim material is more plush than originally, this is still a rather dull looking cabin if an ergonomically sensible one. The rear motor means it isn't very roomy in the back. Again, if that's what you need your MG dealer will point you to the MG4 Urban or MGS5 crossover.

# data.attributes.field_cars_what_we_say
Even in mid-life, the MG4 is a better drive than most mid-range EVs. That hasn't changed: the facelift is about a more pleasant cabin