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Electric vehicle review
The MG4 XPower
Electric Car
by Julian Edgar
No technological change seems to inspire love/hate emotions like electric vehicles (EVs). Many people are
either intensely for them or intensely against. The truth is much more nuanced, as Julian Edgar describes
after nine months and 20,000km with his MG4 XPower EV.
H
aving been interested in car tech
for over 40 years, I’ve watched
the advent of EVs with fascination.
I first drove a Tesla 15 years ago and
was enormously impressed. However, especially living in a rural area, I
couldn’t see the worth of buying an
EV until about nine months ago.
Then, an EV was released that, for
the first time in the modern history
of electric vehicles, had a significant
advantage over any new internal combustion engine (ICE) car in existence.
That advantage was the price for the
level of performance!
With the release of the Chinesemade MG4 XPower, extraordinary
performance became available at a
cost that, in round terms, was about
half that of an equivalent ICE car. For
£37,190, you can now get performance
that is the province of ICE cars costing at least £70,000. That is simply
incredible; it is the most significant
change in cars I have ever seen.
Of course, if the car itself were ter66
rible, that apparent advantage would
count for nought. I went to a dealer
and drove the MG4 XPower and was
very impressed, so I bought it. Now,
nine months later, what do I think
of the MG4 – and of owning an EV,
generally?
The MG4 XPower
The venerable UK brand MG has
been owned by Chinese company
SAIC Motor since 2007 (although it
was initially acquired from BMW by
another Chinese company in 2005).
While the company maintains a small
UK design base, perhaps 95% of the
car is designed and manufactured
in China.
A mid-sized hatchback (some people
say the car is small; it could only be
termed that in an era when very large
cars have been normalised), most
models of the MG4 use a rear-mounted
150kW (200bhp) electric motor and a
64kWh 400V lithium-ion battery pack.
That under-floor battery weighs 409kg.
The sportier XPower uses a 170kW
(230bhp) rear electric motor and a
150kW (200bhp) front electric motor,
both of which are three-phase, permanent magnet synchronous designs.
Compared to the standard car, the
XPower has larger brakes, revised
suspension and different interior and
exterior trim. Its claimed 0-100km/h
(0-62mph) time is just 3.8 seconds.
That is phenomenally fast – as fast
as a Ferrari from a few years ago. The
XPower weighs 1800kg (about 4000
pounds), which is not particularly
heavy in today’s terms.
As opposed to a hybrid car that uses
a combination of an ICE engine, HV battery and electric motor, an EV must be
charged from mains power. The time
that takes depends on the car itself and
the charger to which it is connected.
With the MG4, the DC charging power
to the battery pack can be up to 140kW,
meaning that a normal 10% to 80%
charge takes about 30 minutes (charging speed isn’t linear).
Practical Electronics | November | 2024
MG4 XPower
The Chinese-built MG4 is one of the new breed of cost-effective electric cars currently available. This is the XPower
version, a very fast car priced about half the equivalent car with a petrol engine. The high-voltage battery is mounted
under the floor, with clever styling disguising the increased height of the lower edge of the doors.
Of course, that’s only when using
a high-power charger such as those
found at highway rest stops, shopping
centres and the like. Using the provided AC charger (termed by many a
‘granny’ charger because it is so slow!),
it takes more than 20 hours to charge
the battery fully.
I use an aftermarket 3.6kW charger
powered from a dedicated 15A home
socket, which will charge the battery
to 80% overnight from a starting level
of about 20%. Electric power is limited when the battery charge drops
below about 25%; as the battery charge
decreases below that, the available
power continues to decline.
This caused us a problem only once,
when my wife was driving home with
a very low battery level and had to
climb a long highway hill. In that case,
the car would only achieve 80km/h
(50mph), which was a bit dangerous
on a 110km/h (70mph) road.
The official energy consumption
of the XPower is 19kWh per 100km
(30.6kWh/100mi). That has proven
accurate in summer conditions, but
the consumption is a bit higher in
winter – nearer 20kWh per 100km
(32kWh/100mi). With a 64kWh battery,
and working from 80% to 10% capacity, the range is about 230km (143mi).
Why only 80% to 10%? The manufacturer suggests using the battery
in that way under normal conditions
Practical Electronics | November | 2024
and only tapping into the full capacity
when undertaking long trips. Using
the full battery capacity gives a range
of about 330km (205mi), but doing
that frequently will degrade the battery prematurely.
The displayed battery range is very
accurate. Initially, I was fearful of letting the battery level get below about
15%. Judging the remaining range
of ICE vehicles based on fuel levels
can be hit and miss, so I thought the
MG4 display might suddenly drop
from 15% to zero, stranding me by
the side of the road and requiring a
flatbed truck to get me home!
However, I now realise there are no
problems in running the battery down
to, say, 5% as the change in the predicted range corresponds very well
with the distance travelled.
As with all EVs, the MG4 uses regenerative braking (ie, it returns power
to the battery under braking). This is
achieved in two ways. The first way
is as you lift the accelerator pedal, the
car automatically starts to brake regeneratively, a bit like engine braking
with an ICE car in gear. The amount
of regeneration can be seen on the
driver display; it is seamlessly varied
with the right foot.
As with many modern cars, instruments and most controls are via LCD screens.
The centre is a touch screen; the buttons below it are the only buttons on the car!
67
Electric vehicle review
The environmental footprint
One reason many people are for or against EVs relates to the environmental
footprint. There is so much information (and misinformation) on this
topic. However, major peer-reviewed studies show that the total lifecycle
environmental footprint (including building the car, running it and disposing
of it) is less for an EV than an ICE car.
That is the case even when the EV is charged mainly from coal power.
However, hybrid cars can be very close depending on the exact power-generating
mix. But for me, some of this debate loses the wood for the trees: it’s far better
for the environment to ride a bicycle or take public transport. Or even to retain
the old ICE car and use it only for short trips.
The second way regenerative
braking occurs is when the brake pedal
is pressed. That increases the level of
regeneration over that achieved by
lifting your foot off the accelerator
pedal and, if the brake pedal is applied harder, the friction (conventional) brakes also help to slow the car.
Regenerative braking is so effective
that the disc brakes become slightly
rusty from a lack of use and can squeak
a little when applied. One hard braking event then cleans them again.
The stand-out feature of the XPower
is its amazing drivetrain. With 600Nm
of torque, the XPower is extraordinarily strong, linear, refined and responsive. The only ICE car I’ve driven
that comes close to its effortless performance is a twin-turbo V-12 Mercedes and, of course, the XPower is
much faster.
We’re talking about a wave of torque
that just hurls the car forward, making
driving situations like overtaking on
country roads ridiculously easy. The
drivetrain is the most impressive I
have driven in 35 years of professionally testing cars; it makes my Porsche
981 Cayman engine and transmission
look positively agricultural.
The ability to ‘play a tune’ on the
accelerator pedal, seamlessly moving
from immense power to braking, is
simply wonderful. It’s a delight I enjoy
every time I get into the car, whether in city stop/start traffic or driving
down a twisty country road.
The design and build quality of the
MG4 are excellent. The paint is very
good and panel margins (gaps between
adjoining panels) are consistent. Even
when delving under the plastic covers
positioned over so many of the mechanicals, the engineering and build
quality look good.
You must search hard to find deficiencies, but an example is the stitching on the underside of the head restraints. It looks as if the person op68
erating the machine was looking the
other way at times!
The interior of the car is quite minimalistic; some would call it plain.
There are the two displays, a short
row of buttons, a charging pad for your
phone and not much else. To some
people, it looks cheap and nasty; to
others, it is sleek and modern. I fall
midway between the two camps – I’d
like to see more control buttons and
bigger screens, but otherwise, the interior austerity doesn’t concern me.
Regarding the screens, the central
unit measures 10.25 inches (26cm),
but unfortunately, the screen behind
the steering wheel is only 7 inches
(18cm). With the small font that’s
often used, the latter can be hard to
read at a glance, although familiarity
has improved this.
Nearly all the controls are operated through the central touch screen,
with only seven physical buttons provided below it. The central screen
can be slow to react, especially when
the car is first started, and accessing
controls that in other cars would be a
simple button-push away can become
a clumsy dance of fingers.
However, two of the steering buttons are programmable so, for example, some of the heater/air conditioner controls can be accessed through
a steering wheel button and then adjusted via a steering wheel toggle.
The air conditioner uses a high-
voltage electric motor to power the
compressor and it works extremely
well. Heating is by a resistance heater
rather than using the air conditioning
system as a heat pump. Interestingly,
in some overseas markets, the MG4’s
heater does use the air conditioner;
they must not think it ever gets cold
in Australia!
The seats and steering wheel are
heated; these work very effectively,
and I tend to use these functions rather
than the cabin heater itself.
Where the technology fails – and it
utterly fails – is in some of the driver
assistance systems. The Lane Keeping Assistant is the worst. It is so bad
that it needs to be switched off; otherwise, it beeps and yanks on the steering wheel at every imagined driving
misdemeanour. On unmarked country roads, it is positively dangerous.
Frustratingly, it cannot be permanently disabled but must be switched
off every time the car is driven.
Another technology that is below
par is the active (radar) cruise control. It’s almost as if the system was
not recalibrated for the greater performance of the XPower, as it tends to be
too heavy-handed with both acceleration and braking. Certainly, any competent driver can be much smoother
than cruise control – in this regard,
even a 15-year-old Holden Commodore is much superior.
Other MG4 users have additionally reported autonomous braking for
phantom events; however, luckily, I
have not experienced that.
Hopefully, MG will release software
patches to solve these problems. These
require a dealer visit as no over-theair updates are available despite the
car having a 4G connection.
Editor’s note: given that some vehicles have been remotely ‘bricked’ or
had features removed after purchase,
I think that is a good thing.
The good and the bad of EVs
At this stage, and especially in rural
and regional Australia, EVs do not
make for a persuasive case for many
users. More than anything else, the
issues are range and charging infrastructure. Basically, for long trips,
EVs are terrible.
Sure, the web is full of EV discussion groups where people claim that
long trips are not only possible in
EVs but are, in fact, delightful. Just
stop every 2-3 hours for 30 minutes
of charging, and since those stops
correspond to when you’d want a
break anyway, what’s the problem?
The reality is different. First, you
must find a high-speed charger – and
compared to ICE fuel pumps, they are
as rare as hens’ teeth, especially off
main routes. Then, the charger needs
to be available. Many are broken,
while others already have EVs plugged
in. Imagine how long a fuel fill would
take if every ICE car required half an
hour at the petrol pump!
Practical Electronics | November | 2024
MG4 XPower
The XPower uses both front and rear electric motors, giving all-wheel drive.
This is the view under the bonnet. Its build quality is excellent overall.
The MG4 has a phone app that can
remotely check the battery level, lock
or unlock the car and turn on the
heater or air conditioner. Here, it is at
63% charge, charging at 2.7kW on its
way to 80%.
The XPower sits a bit higher than a traditional hatchback due to the underfloor battery pack. It helps to keep the centre of
gravity low.
Practical Electronics | November | 2024
69
Electric vehicle review
Yes, you can do it, but taking an ICE
car with a decent range (these days, all
ICE cars) is vastly less stressful. On
a long trip, the ICE car is also much
quicker. Having tried it a few times, I
now rarely take my MG4 on trips over
300km (186mi).
Next on the downsides is the financial uncertainty. People often quote
the meagre ‘fuel’ cost of an EV versus
an ICE car. And, especially if charged
from a home PV solar system, the running costs will indeed be a lot lower.
However, the major cost of buying a
new car is depreciation – the amount
the car loses in value each year.
At this stage, it very much looks like
EVs will have fast depreciation – that
has been the case in markets that are
more mature than Australia in terms
of EV penetration. There are several
reasons why.
First, as technology rapidly improves,
people value the older EVs less highly.
Second, battery life. While the manufacturer often guarantees EV batteries
for a set period (eg, seven years), the
fine print shows that the guarantee is
typically for 70% charge retention.
Multiply the worst range by 0.7, and
the real-world range of many EVs is
likely to become marginal without any
real recourse.
And what if the battery degradation
is even greater than 70%? The reality
of older used EVs in Australia, like the
Nissan Leaf and Mitsubishi MiEV, is
that these cars often have a range that’s
now as little as 70-80km (40-50mi). Yes,
they use older battery technology – but
they are real examples of older EVs.
Most ICE cars still run just fine after
7-10 years (as long as they’re maintained) and don’t lose range.
Also, EV proponents often overlook the purchase cost. As the MG4
XPower demonstrates, in the expensive car market, EVs are now more
than competitive with ICE cars. But
what of those who are less wealthy? A
competent second-hand ICE car can be
bought for well under £6,000. No such
alternatives currently exist for EVs.
As for the good aspects of EVs,
they require almost no maintenance.
I was initially sceptical of this, but my
MG4 XPower has not seen the inside
of a workshop in its first 20,000km
(12,500mi). The first scheduled service interval is 40,000km (25,000mi)
– for most people, that’s every three
years! In terms of convenience, that
is a major plus.
Driven hard, I don’t think the tyres
on my car will last more than about
30,000km (18,500mi), so it will be a
tyre shop that I first visit.
Another positive is that, depending
on your use, an EV is very convenient. Plug it in each night just like your
phone, and it’s ready the next morning. No visits to petrol stations; just
unplug and go. And, as discussed, the
cost of charging an EV can be very low,
especially if charging during the day
from solar panels or using a low offpeak overnight tariff (where available).
I’ve already discussed driveability.
Truly, no ICE car can compete with the
superb flexibility and throttle control
that EVs have. Some people suggest
that EVs are rather uninvolving and
aren’t fun to drive – I think that is just
balderdash.
So where does that leave us? I love
the MG4 XPower. It’s a car that is practical, a joy to drive and gives me performance unmatched by anything at
its price. As for EVs in general, I think
that at this stage, they’re perfect for
some and quite unsuitable for others.
If you’re relatively wealthy, live in a
city, have PV panels (and especially
a storage battery) and commute daily,
they are perfect.
However, if you’re not very wealthy,
take many long trips and don’t have
a home charging facility with at least
3.6kW, steer clear for now.
If you’re listening to people discussing EVs and they say, “EVs are
fantastic!” or conversely, “EVs are
terrible!”, remember that they’re both
likely to be wrong. The truth is much
PE
more nuanced.
The XPower uses larger brakes and orange covers over the brake calipers. The brakes are strong but with regenerative
braking, they are seldom needed!
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Practical Electronics | November | 2024
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