MG S6 EV review

Brand's largest car is the missing link between its core EVs and upmarket IM model line

The MG S6 EV is another electric SUV from China. It offers a substantial range (up to 329 miles), lots of space all the kit you’d probably want – and does it for a competitive price.

It says a lot about MG that I am expecting this car to be more than just a numbers game; I’m expecting it to be good.

The model line-up is simple enough: the top-spec RWD car is a £3000 walk-up from base, then the 4WD car a further £3000.
Murray Scullion
Digital editor

MG’s electric model line-up is looking pretty full now. Its core cars – the 4 EV, S5 EV and this S6 EV – all sit on its Modular Scalable Platform, with the S6 being the largest and most expensive. It’s supposed to act as a bridge between the core set of electric cars and the step up - the IM5 and IM6 EVs - which are posher, techier and faster. Then completing MG’s EV offerings is the Cyberster, which acts as a traditional halo car.

MG has never been one to strictly keep to the slightly archaic 'letter' segments with its sizing and pricing, so at 4.7m and around £38,000, the S6 rivals different cars in different classes, including the Kia EV3, Skoda Eyaq, Renault Scenic and Volkswagen ID 4.

Its S5 sibling is a rival too – but it’s easy to distinguish between the pair, as the S6 is larger, has more range and is available with four-wheel drive.

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DESIGN & STYLING

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It bears a strong resemblance to the S5, with its low-hanging headlights and a rear light bar that does echo the Cyberster, assuming you’ve seen one of those before. But there’s also no getting around the fact that it is pretty anonymous. It has that ‘could be nearly any Chinese car’ vibe to it.

The grille does at least have a party trick up its sleeve: it's active, closing its shutters in order to maximise efficiency.

Cars in SE trim get 19in wheels; Trophy cars receive 20s.
Murray Scullion
Digital editor

Propulsion comes from a 77kWh battery, distributed across three distinct model specifications: two rear-wheel-drive configurations and a flagship four-wheel-drive, dual-motor variant.

The RWD models (designated Long Range SE and Long Range Trophy) generate 241bhp and 258 lb ft of torque and offer a WLTP range of up to 329 miles.

The 4WD variant gets 357bhp and 398lb ft, allowing for a 0-62mph time of 5.1sec, while its WLTP range is 301 miles. 

INTERIOR

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It scores strongly for buttons: there are physical controls for the heating, fan and audio volume. There’s no permanent control for the drive modes, but you can create a shortcut, so it sits at the bottom of the menu of the 12.8in infotainment touchscreen.

The reversing camera is very laggy; if I were to use it for more than 30 seconds, I think it would give me a headache. During my testing, the wireless Apple CarPlay was faultless (Android Auto is also available). The cooled wireless charging pad is a nice touch too. Trophy cars get a head-up display too.

Most things you touch actually feel reassuringly expensive, but a sub-par reversing camera points to where MG has saved money.
Murray Scullion
Digital editor

Boot capacity measures 674 litres with the rear seats upright or 1910 litres with them folded down, and there's a 124-litre frunk too.

It doesn’t feel cheap in here. There’s no particularly nasty pieces of plastic, nor were there any rattles or squeaks. The seats are fine but don’t come with real leather or real suede.

There are signs of it being built to a cost, though. The fonts just seem like they were the first option in a free library. They’re easy enough to read, but the ones on the screen don’t match up with the ones of the buttons. The head-up display is fine too, but the readouts look a bit low-res and old.

ENGINES & PERFORMANCE

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The 357bhp, 398 lb ft and 4WD combo makes the dual-motor model a bit of a sleeper. The 5.1sec 0-62mph time is impressive on paper, but the mid-range punch is where it’s really felt. 

Initial get-up-and-go (let’s say 0-20mph) can be stifled a bit by a cautious traction control system, but beyond that and up to motorway speeds there’s a wave of steady power that pushes you along.

The brakes are just as good as the shove: RWD cars can stop from 62mph in just 36 metres.
Murray Scullion
Digital editor

That’s in Sport mode, mind you. In Eco, everything is dulled down quite heavily but it’s still not what you’d call slow.

Peculiarly for an EV, Eco isn’t a standard drive mode: you have to select Custom then Eco. And while you’re there, you can make it permanently 4WD. And put it in Eco at the same time. Not sure why… perhaps if you’re in snow but still need to prioritise efficiency? Let us know in the comments if you figure that one out.

On paper, the single-motor RWD car is more than two seconds slower to 62mph. You can feel the 143bhp deficit mid-range when driving the two versions of the S6 back to back, but no owner will feel hard done by: it’s still plenty fast.

The brakes are good too: natural, consistent and not grabby. You can mess with the level of regeneration, and that all largely works how you’d expect. I’m sure you’d try them all once before deciding your level and then keeping that until you hand the car back to the finance company.

RIDE & HANDLING

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Like the 4 and S5, the S6 is a good steer. The idea of an RWD SUV does sound a bit daft if you think about it for too long, but the gains in efficiency and drivability are admirable.

The steering is pretty communicative for something of this ilk and the drive modes are nicely tuned, with Sport mode giving a touch more feedback rather than simply adding weight.

All models get MacPherson struts at the front and multi-link suspension in the rear.
Murray Scullion
Digital editor

The 4WD car weighs only about 100kg more than the RWD one – not a great deal, considering we’re talking around the two-tonne mark. But it feels significantly heavier on the road. Turn-in isn’t quite as sharp or as effortless and it thuds into undulating roads more. It pitter-patters a touch more at 70mph and just doesn’t feel quite as sweet.

MPG & RUNNING COSTS

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The RWD cars are capable of up to 329 miles and 3.7mpkWh on the WLTP cycle, while 4WD cars do 310 miles and 3.4mpkWh.

Every S6 can rapid charge from 10-80% in as little as 38 minutes, depending on charger, obviously.

During a cold day (5deg C) on mixed routes, I managed 3.3mpkWh from the 4WD car and 3.4mpkWh from the 4WD one.
Murray Scullion
Digital editor

VERDICT

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I was expecting the S6 to be good, and it is. In quantifiable terms (range, price, size), it pretty much nails what it set out to achieve: do what the competition does for less.

But it adds a tremendous amount of surprise and delight in the way it drives. The steering’s feedback is good, it flows down a road with minimal fuss, it’s quick and the nannying systems can be turned off fairly quickly. Ride's good too.

MG is making a conscious effort to chase retail customers. I can certainly see people heading down to their local dealerships for an S6 EV.
Murray Scullion
Digital editor

Another MG product that could just well have come from a more established, European firm.

Murray Scullion

Murray Scullion
Title: Digital editor

Murray has been a journalist for more than a decade. During that time he’s written for magazines, newspapers and websites, but he now finds himself as Autocar’s digital editor.

He leads the output of the website and contributes to all other digital aspects, including the social media channels, podcasts and videos. During his time he has reviewed cars ranging from £50 - £500,000, including Austin Allegros and Ferrari 812 Superfasts. He has also interviewed F1 megastars, knows his PCPs from his HPs and has written, researched and experimented with behavioural surplus and driverless technology.

Murray graduated from the University of Derby with a BA in Journalism in 2014 and has previously written for Classic Car Weekly, Modern Classics Magazine, buyacar.co.uk, parkers.co.uk and CAR Magazine, as well as carmagazine.co.uk.