2024 MG4 Electric Hatchback First Look And Features

Thanks to a great price but also real intrinsic qualities, the MG 4 sells very well in the European market. Indeed, the Chinese compact with the English badge sold 20,150 units in France in 2023, which places it at the top of the electric compacts. For 2024, the State has decided to eliminate the eco-bonus for zero-emission cars manufactured outside the EU, but MG counters on the one hand by granting price reductions, on the other hand by developing its range.

On this subject, the 4 now benefits from a Luxury Extended Autonomy version capable, in theory, of traveling 520 km between two recharges. To do this, it adopts an NMC (Lithium – Nickel Manganese Cobalt) battery with a capacity of 77 kWh. Not content with being the largest in the range, it is also the one which accepts the highest charging power, at 144 kW. As a result, it fills from 10% to 80% (i.e. 364 km) in 38 min. This is very interesting for an electric compact, but still very long compared to a thermal one: no revolution in sight. The on-board AC charger remains at 11 kW.

The MG4 77 kWh only differs from its sisters by its battery. Compared to a 64 kWh Luxury, it certainly covers 85 km more between two terminals, but also goes from 0 to 100 km/h in 6.5 s (compared to 7.9 s), peaking at 180 km/h (compared to 160 km/h) and manages, according to MG, to reduce its average consumption from 16.6 kWh/100 km to 16.5 kWh/100 km. This, while the power jumps from 150 kW to 180 kW (245 hp), and the torque from 250 Nm to 350 Nm, thanks to the use of the rear motor of the X Power variant. For its part, the weight increases: 1,748 kg now (+76 kg). Fortunately, the battery maintains a reduced height (11 cm), which is made possible thanks to its specific structure, where the cells are lying. Concretely, in use, how does all this translate?

At first glance, nothing changes. The MG4 does not change its aesthetic, which seems to appeal to the general public, while the interior retains its simple and well-made appearance. We would have liked it to be more different from that of the MG4 Standard. No changes to either the habitability or the trunk, both of which are very good, while the on-board instruments avoid frills.

However, we note modifications within the central screen. As unresponsive as ever, wireless smartphone replication is now required. From now on, to activate Carplay/Android Auto, you must plug your terminal, and only into the USB A port (not the C, also offered). Odd. Note also the absence of lighting in the rear compartment, which is really not convenient at night.

However, we are pleased to find the very well designed seats and the excellent driving position, as well as the ultra-simple start-up. Buckle up, place the rotary button on D, and ride! In town, the MG4 is very pleasant, with its silence, its responsiveness and its small turning radius. On the other hand, as with most modern cars, visibility remains problematic, due to the thick front pillars and large blind spots at the rear. The width of 1.83 m will also be a handicap when parking on an angle… In an urban setting, electricity consumption is around 16 kWh/100 km, which guarantees good autonomy.

On the road, the dynamic qualities that we have already appreciated remain. The MG always seduces with its great agility, its trouble-free steering despite the rear engine and its good general precision. The suspension offers a judicious compromise between comfort and maintaining body movements, although certain reactions are sometimes a little harsh. Nothing mean. Performance proves to be very appreciable, particularly on acceleration, even if, like many electric vehicles, the MG4 77 kWh starts strong only to see its acceleration dry up. However, we note that when restarting the throttle, for example in a roundabout, the stern can give a slight oversteer, a movement quickly contained by the ESP, a phenomenon logically accentuated on oily roads. It may be surprising, but very amusing, especially as it benefits the car’s agility on winding roads. In Normal mode, the steering offers well-judged consistency, and the engine, quite sufficient liveliness. In Sport, all this is sharp, but, honestly, it doesn’t do much good. In economy, you lose power, and in all cases, the spongy brake pedal really lacks bite.

On the other hand, we remain annoyed by the driving aids. Even if we notice that the adaptive cruise control works much less brutally than that of the MG4 that we tested in 2022, the lane keeping assistance remains very intrusive and gives the impression that we fought against the flying. Fortunately, it can be deactivated while retaining the regulator. An important detail: you must remember to do this each time you start it, because this help is automatically reactivated. And given the poor responsiveness of the screen, it is hardly safe to neutralize it while driving. In addition, it is difficult to get used to the so-called logical controls located on the steering wheel.

You never know what the selectors will act on, especially those from the right wing. Sometimes, it allows you to modify the sound volume and change the FM station or piece of music listened to, sometimes to change the screens of the on-board computer. To tear your hair out. The one on the left intervenes on the cruise control, but we have not found how to reprogram its speed when it is not active, for example, asking for 80 km/h with a gesture when we were previously at 110 km/h. If we press the button, in any movement, we will first return to 110, then we will have to lower the speed to 80 in several clicks. Annoying.

Another negative point: the inefficiency of the heating, even though it has a heat pump. Or rather, its strange management. The temperature fluctuated from 0 to 11°C during this test, and we felt cold in the car (especially our feet), despite a temperature set at 21°C. In fact, you should not hesitate to raise it to 25/26°C on the central screen to obtain these ambient 21°C, and not fear having cold feet. In Carplay mode, this requires fiddling with the submenus (a direct access key exists on the home screen), and when driving, it’s not very reassuring. You can also program it on one of the steering wheel buttons. Finally, note a certain tendency to fogging in cold weather. To finish on the driving impressions, I point out the low efficiency of the low beam lights, whose beam is too narrow. In high beam, it is much better, especially since the automatic switching from one to the other is more finely managed than with other brands.

Low temperature means high consumption. We drove most of the time in “Normal” driving mode. If at 90 km/h, we fall below 20 kWh/100 km without problem, at 110 km/h stabilized we are already at 23 kWh/100 km, and at 130 km/h, at 29.8 kWh/100 km . Concretely, on the motorway, you will have to recharge every 200 km to remain calm. It’s rather disappointing. That said, in urban and peri-urban use, we can drop to 15 kWh/100 km: much more interesting. Note that we – finally – have a “one-pedal” driving mode, well configured, allowing you to never brake. Too bad you have to, again, go through the central screen to activate it each time you start it.

On the recharge side, as too often, there were problems. Not because of the car but because of the network. Between a Lidl station closed at night and an Izivia completely broken down, which is not reassuring when the battery is very low, we fell back on Blueberry, offering a maximum power of 100 kW. In reality, the station never delivered more than 90.3 kW at the start of charging, dropping to 60 kW towards the end, but despite this, the accumulators went from 15% to 80% in 37 min with heating and sound activated. Charging appears to be quite efficient.

Before plugging in, we traveled 270 km using 85% of the battery, mostly at 110 km/h (around 40 km at 130 km/h), or an average of around 24 kWh/100 km. At the end of our 315 km test, the MG4 swallowed 21.4 kWh/100 km on average, which gives hope for 350 km of real range in winter. We could have hoped for better, but the ambient coolness did not help, nor did the consistency of speeds, preventing us from taking advantage of apparently efficient regenerative braking.