Test Car Specifications
Model: 2025 MG IM5 100kWh Performance
Price: IM5 from £39,450 (£48,495 as tested)
Motor: two electric motors
Battery: 100kWh nickel-manganese-cobalt (NMC) battery
Transmission: single-speed automatic, all-wheel drive
Power: 752hp
Torque: 802Nm
Emissions: 0g/km
Range: 357 miles
0-62mph: 3.2 seconds
Top speed: 166mph
Boot space: 457 litres (plus 18-litre 'frunk')
Styling
Externally, the IM5 does look quite bland, with little in the way of obvious features, and more than a little Tesla influence to the style. It’s supposedly aerodynamically sculpted, and we’re prepared to believe that, but there’s no way this wasn’t designed with the Model 3 firmly in its sights. In fairness, there are some little features to mark it out – the badge that looks like that of a cheap telecom company, for example – and this Performance version gets 21-inch alloys and orange brake callipers. There are also some neat touches, such as the cameras integrated into the front wings, and the boot release button that doubles as part of that generic logo. Quite why there’s no MG badge in sight, we haven’t quite fathomed.
Interior
Just as there’s some Tesla influence in the external design, it’s clear there’s also some of that in the cabin. The dashboard is clean and minimalist, but it’s dominated by a widescreen display that incorporates a conventional touchscreen and a digital instrument display, as well as another touchscreen lower down.
It all looks stylish and it’s well made, with some nice materials and excellent fit and finish, but there are some ergonomic challenges. The touchscreens are sharp — both in terms of graphics and responses — but the menus are quite fiddly and some icons are a bit small, so it’s quite distracting to use on the road. Which is a pity, when with so few buttons to play with, everything is controlled through the screens. There is a driver monitoring system that will complain if it senses you’re distracted, and that’s probably a good thing, but it is quite annoying.
As is the almost complete lack of visibility through the rear window. It makes post boxes look like excellent vantage points.
Practicality
Because it’s a bit longer than a Tesla Model 3, the IM5 feels quite roomy inside, particularly with that big glass roof. But while rear legroom is very good, there isn’t all that much headroom for back-seat passengers, and that might make life a bit awkward if you regularly carry taller rear-seat passengers. If you don’t though, the IM5 will be more than spacious enough, and it has plenty of luggage space, too. A 457-litre boot puts it roughly on a par with the BMW i4, but the IM5’s capacity is supplemented by a 18-litre-frunk that’s ideal for stowing charging cables and the like.
Performance
IM5 buyers get to choose between three different versions, with each getting its own battery-and-motor combination. Opt for a Standard Range car, and you’ll get a 75kWh battery with a 295hp electric motor driving the rear wheels. That’s good for 304 miles of official range, and a 0-62mph time of 6.8 seconds, which will be ample for many customers.
However, it’s the Long Range model that’s expected to attract most buyers, with its 100kWh battery and 408hp electric motor giving it a 0-62mph time of 4.9 seconds and a maximum range of 441 miles on the official economy test. That’s a huge number, and we’d expect customers to manage 300 miles or more in the real world, assuming they use a mixture of roads.
But our test car was the range-topping Performance model, with the same 100kWh battery as the Long Range model, but a second electric motor, giving it 752hp and all-wheel drive. With that kind of punch, it’s good for a supercar-rivalling 0-62mph time of 3.2 seconds and a 166mph top speed, while still managing more than 350 miles between charges on the official economy test.
In fairness, our test found a motorway range of around 250 miles was more reasonable, while the Performance would easily cover more than 300 miles on slower roads. And when the range is exhausted, the 100kWh battery packs will charge from 10-80 per cent in 17 minutes at maximum DC charge speed. The problem is, there aren’t many charging points capable of delivering power at almost 400kW, so the system is more about future-proofing the car than improving everyday usability. Still, it’s an improvement on the 153kW maximum charging speed of the basic Standard Range car, which takes 26 minutes to fill to 80 per cent at top speed.
Ride & Handling
Whereas the upmarket IM6 models get air suspension, even this Performance version of the IM5 does without. Yet despite that, it’s still reasonably comfortable, with suspension that soaks up longer-wavelength bumps with ease and only struggles on the sharper, more jagged imperfections. Still, it’s quite a relaxing motorway cruiser, and the noise-cancelling technology in the cabin only strengthens its case on that front.
The platform also offers customers decent handling, but it’s hardly engaging in the way a BMW i4 is. The steering lacks feel, even in the heaviest and sportiest setting, and though body control and grip are both more than adequate, the car never gives you much in the way of feedback. That said, the brakes are surprisingly consistent, given the need to combine regenerative braking with conventional hydraulics, and the four-wheel steering doesn’t interfere at all. It just makes the car more manoeuvrable at low speeds.
But for all that, perhaps the most impressive aspect of the IM5 is its refinement, with relatively little road or wind noise at any speed, thanks to the noise-cancelling technology in the cabin.
Value
Although we’re used to MG products being quite budget-orientated, the IM5 is a little more upmarket. Prices start at £39,450 for the base model, and rise to £48,495 for the Performance version tested here. That puts it right in the firing line of the Model 3, which has recently been upgraded.
The IM5, though, is well equipped and well made, with the touchscreens and faux leather upholstery all included as standard, along with features such as smartphone integration, climate control and satellite navigation. Electrically adjustable, heated and ventilated seats are included, too, along with a panoramic glass roof, while there’s a host of driver assistance features, including a system to help with parking in tight spaces and to manoeuvre diagonally using the four-wheel steering tech. It’s a bit of a gimmick, but autonomous emergency braking and adaptive cruise control will be welcome features.
Verdict
While the IM5 is not quite perfect, it is still a worthy rival to the Tesla Model 3. Perhaps the Long Range version would have more appeal than this Performance model, thanks to its much greater range and lower price tag, but both offer good real-world range, a well-made cabin and decent practicality. Yes, there are ergonomic issues, but MG claims the tech will be fine-tuned as time goes on, and when that is done, the IM5 could be an even more compelling contender.
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