MG S5 EV review

How do you make a popular car even more popular? Simple: you turn it into an SUV. And that's exactly what MG has done with its new MG S5 EV.

The S5 EV is the direct replacement for the capable but not particularly inspiring MG ZS EV and it’s built using the same underpinnings as the impressive MG4 electric hatchback. You know, the one that outsold almost everything else in the UK last year when it came to private electric car buyers.

Those underpinnings are crucial. They make the rear-wheel-drive MG4 a decent-handling car (unlike the front-wheel-drive ZS EV) but also allow MG to use the batteries and motors from its dominant hatchback in the S5 EV. Thanks to that you can expect a decent range, punchy performance and great value.

MG S5 EV video review

However, the S5 EV faces stronger competition than the model it replaces. At the affordable end, you’ve got fresh-faced small electric SUV rivals including the Jeep Avenger Electric, Kia EV3 and Smart #1. Go up in size (and price) and it’s rubbing shoulders with the Skoda Elroq and Renault Scenic – seriously polished electric family SUVs.

So does the MG S5 EV have what it takes to mix it with the best electric SUVs? Read on to find out...

There are two versions of the MG S5 EV, starting with the Standard Range SE. The entry-level model packs a 47.1kWh (usable capacity) battery, a 168bhp electric motor on the rear axle and a 0-62mph time of 8.0 seconds, which is respectable rather than rapid.

Its official 211-mile range edges out a Smart #1 Pro (193 miles) but falls short of key rivals including the Skoda Elroq 50 (232 miles), Jeep Avenger Electric (245 miles) and Kia EV3 Standard Range (270 miles). We haven’t driven the Standard Range SE yet but on paper it looks like the smarter buy if you can manage with a real-world range that's likely to be well short of 200 miles.

The S5 EV Long Range gets a stronger 228bhp motor, helping it achieve a 0-60mph time of 6.1 seconds when we tested it. That’s quicker than any Kia EV3 or Renault Scenic and keeps pace with the range-topping Elroq 85.

From behind the wheel, it doesn’t feel particularly rapid. Brisk is a better word. There’s enough punch to dart into gaps in traffic and merge on to a motorway without drama but not enough to get your pulse racing.

More significantly, the S5 EV Long Range SE has a larger, 61.7kWh battery that promises up to 298 miles of range, or 288 miles with the pricier Trophy trim. That puts it in the same ballpark as a Skoda Enyaq 60. Both versions achieved an estimated real-world range of just over 200 miles on the same day when tested in warmer weather.

Note, though, that the Scenic, the Elroq 85 and our favourite small electric car, the EV3, offer are available in bigger-battery versions that push the range above 350 miles.

So the S5 EV holds its own for pace and range, but has MG fixed it’s predecessor’s real Achilles’ heel when it comes to dynamics? Happily, yes. The light steering feels better suited to making town driving effortless, but it is accurate, allowing you to place the nose precisely where you want it.

There’s a good level of grip and mid-corner bumps that would have knocked a ZS EV off its stride barely faze the S5 EV. A higher centre of gravity than an Elroq results in more body lean than that rival, but it’s still tidy enough. Its composure is a clear nod to its MG4 underpinnings.

There is a small compromise, in that the S5 EV lacks the fluidity of its hatchback sibling at high speed, tripping over potholes and broken tarmac in a way that simply wouldn’t trouble an EV3 or Enyaq. Thankfully it’s not an issue at low speed, with the S5 soaking up the harshest of bumps and ridges in a softer manner than the Elroq.

The brake pedal does suffer from the grabby response that plagues some electric SUVs though (here’s looking at you, Scenic).

While there are no flappy paddles for adjusting the regenerative braking (as in the EV3), you can use a configurable button on the steering wheel to take you directly to the sub-menu on the infotainment screen.

There are three levels of strength to choose from, plus an additional adaptive one that varies based on the distance with the vehicle in front. In its most aggressive setting, lifting off the accelerator slows you considerably, but you need to activate the one-pedal driving mode in order for it to bring the car to a complete stop like in an EV3 or Tesla Model Y.

The S5 EV's refinement is a step forward from the ZS EV. While there’s a touch more buffeting around the S5’s front windscreen than in an EV3 or Elroq, it’s nothing intrusive.

It’s a similar story when it comes to road noise and the occasional tyre thump when dealing with train tracks and scarred surfaces. You’ll hear it more than in those rivals but it’s not going to be wearing during a long journey.

“I think it's a shame the S5 EV doesn't have flappy paddles behind the steering wheel to let you ramp up the regen on the way into a corner. I like doing that so the car slows as it would with engine braking." – Lawrence Cheung, New Car Editor

There was nothing particularly wrong with the interior of the MG S5 EV's predecessor, the ZS EV, but it wasn’t much to shout about either. MG has clearly put in the effort this time, upgrading materials throughout.

The steering wheel is wrapped in tactile perforated faux-leather, while the dashboard and inner doors get generous helpings of soft-touch plastics and mock stitching. In range-topping Trophy trim you get a suede-covered wireless phone-charging pad on the centre console plus an embossed MG pattern on the "leather-style" seat inserts.

It’s a noticeable step up from its predecessor and compares well with similarly priced rivals including the Jeep Avenger Electric. It’s not quite on the same level as the Kia EV3 or Skoda Elroq but if your friends still think Chinese-built cars all feel cheap, sitting them in an S5 EV might just change their minds.

That said, adjustable lumbar support isn’t standard across the range. You’ll need the Trophy model for six-way electric seat adjustment, manually adjustable lumbar support and heated seats.

On the plus side, the driver’s seat is well positioned in relation to the steering wheel and pedals – something that's not the case in the MG4. The steering wheel adjusts for both reach and rake.

More importantly, despite being based on a hatchback, the S5 EV gives you a properly high driving position, with a more commanding view than inside a Elroq. Forward visibility is excellent, the front pillars are easy to look round and the large side windows provide a good over-the-shoulder view.

Rear parking sensors and a rear-view camera are standard on all models, while Trophy trim gets a 360-degree camera that feeds an impressively clear and large image on to the centre infotainment screen. Oddly, like in the MG4, front parking sensors are not available at all.

While the S5’s 10.3in digital driver’s display isn’t configurable, you can view a lot of information on it, making it far more useful than the Elroq’s 5in display. Thankfully the screen avoids being obscured by the positioning of the steering wheel.

The S5 EV's main touchscreen measures 12.8in, making it the largest fitted to an MG car model. Positioned high on the dashboard for easy viewing, it looks sharp and it’s also the most user-friendly system we’ve seen from the brand, with large, clear font that is easy to read and big icons that are easy to aim for.

The menu lay-out is quite logical while a row of shortcut icons along the bottom allows you to hop between functions directly. It’s just a shame the screen isn’t that responsive and the loading times aren’t as quick as those in an Elroq or Renault Scenic. Wireless Android Auto and Apple CarPlay come as standard.

The real win is found in the form of proper physical switches for the stereo and climate-control system. They feel tactile and make adjusting the temperature less fiddly, distracting or generally annoying. The Scenic takes a similar approach with a row of toggle switches, but in the Elroq and the Mini Countryman Electric you need to aim for small icons on the touchscreen.

"My favourite feature on the MG S5 is the MG Pilot Custom mode, which lets you group together safety assists under one button. Once set, you can turn off unwanted aids in just two clicks." – Lawrence Cheung, New Car Editor

The MG S5 EV is longer, wider and taller than the ZS EV it replaces, and that directly benefits interior space. No matter which version you choose, there’s plenty of head and leg room up front, even for taller drivers, thanks to the roof providing a touch more clearance than inside a Skoda Elroq.

The interior is reasonably wide so you won’t find yourself rubbing shoulders with your front-seat passenger.

Storage space is generous too. There’s a useful cubby under the central armrest, a long storage tray under the floating centre console and a dedicated spot for your phone just below the infotainment screen (with wireless charging on Trophy models). That said, the glovebox and door bins are on the small side.

In the back, passengers will find plenty of leg and head room, with enough space for six-footers to sit comfortably without feeling cramped. All we’d say is that the S5 doesn’t feel quite as airy inside as an Elroq because occupants sit beside a wide rear door pillar that can partially obscure the view out.

Even so, the S5 is noticeably roomier than many small electric SUVs, including the Jeep Avenger Electric. That said, the Kia EV3 and Skoda Elroq offer a slight edge thanks to more supportive seats – the S5’s rear bench could do with more under thigh padding.

A middle-seat occupant is quite well catered for thanks to a flat floor that provides a similar level of foot space as the outer passengers. Once in place, an occupant has to sit on a raised section of the seat base that’s a bit firm and less comfortable than what the Elroq offers.

The S5 falls behind electric family SUVs when it comes to versatility. The rear seats don’t slide back and forth, nor do they recline like in a Hyundai Ioniq 5. They also fold down in a 60/40 split rather than the more flexible 40/20/40 arrangement found in the Hyundai Kona Electric and Renault Scenic. There’s no option for a ski hatch, as there is on the Elroq. 

The S5 EV's boot space stands at 453 litres, which is comparable with the EV3 (460 litres) and Elroq (470 litres) but falls some way short of the Scenic (545 litres). Still, the boot is usefully square in shape, and the standard-fit height-adjustable floor removes any load lip, making it easier to slide in heavy items.

We managed to squeeze in seven carry-on suitcases into the S5 EV with the floor set in its lowest position. That’s one less than in an Elroq. A powered tailgate is standard on Trophy trim.

“The S5 doesn't have a front boot, which seems like a missed opportunity to me. Even a small stowage area for the charging cables would be useful.” – Lawrence Cheung, New Car Editor

Pricing is where MG usually stands out. When the MG4 launched, its big selling point was that it significantly undercut the competition – you could go for a top-spec version and it would still be cheaper than rivals. That’s not quite the case with the S5 EV but it is still competitive.

While the Standard Range version undercuts the Jeep Avenger Electric, Kia EV3 Standard Range and Skoda Elroq 50, those cars all offer longer official ranges. In fact, they’re closer in capability to the S5 EV SE Long Range, which sits at a similar price point.

There might be a bigger gap when it comes to PCP finance deals so it’s worth keeping an eye on the latest offers on our New Car Deals pages.

With all that in mind, which version of the MG S5 should you go for? Well, the Standard Range SE is likely to be the best-value choice if long-distance driving isn’t a priority.

It keeps costs down while still offering a decent amount of standard equipment, including 17in alloy wheels, adaptive cruise control, rear parking sensors and vehicle-to-load charging (V2L), which lets you power household appliances using the car’s battery.

Trophy trim (available only with the Long Range battery) adds a few styling flourishes, faux-leather upholstery, a rear centre armrest, automatic wipers and a heated steering wheel. However, while well equipped, it brings the price too close to more compelling alternatives such as the Elroq 60 SE L and EV3 Long Range, both of which offer a better all-round package.

Trophy trim (available only in combination with the Long Range battery) adds a few styling flourishes, as well as heated front seats and a heated steering wheel. However, while it comes with plenty of kit, it pushes the price too close to the very well-rounded Elroq 60 SE L and the EV3 Long Range.

The S5 EV’s charging speeds are competitive against smaller electric SUVs but less impressive against electric family SUVs. The Standard Range battery supports a maximum charging rate of 120kW, which is quicker than an Avenger Electric (100kW) or EV3 Standard Range (100kW) but slightly behind an Elroq 50 (145kW).

The Long Range version can charge at up to 139kW, making it faster than a Kia EV3 Long Range (135kW) but not quite as quick as an Elroq 60 (165kW). That means a 10-80% charge takes around 24 minutes for the Standard Range battery and 28 minutes for the Long Range battery.

The S5 EV scored the full five stars when it was tested for safety by Euro NCAP with a particularly strong 90% rating for protecting adult occupants. Every version comes with a good level of standard safety kit, including automatic emergency braking (AEB), blind-spot monitoring, a driver attention warning system and multiple airbags.

Predicting reliability is trickier. The MG4 – on which the SG EV is based – finished last in the electric car category in our 2024 What Car? Reliability Survey and MG as a brand came last out of 31 manufacturers. In contrast, Kia ranked 11th and Skoda 13th.

On the plus side, the S5 EV comes with a seven-year warranty (limited to 80,000 miles). Few brands can match that, although Kia’s equivalent cover extends to 100,000 miles.

"I think it’s a bit of a shame a heat pump isn’t available at all on the S5 EV. Not everyone will need one but some rivals offer them as options." – Lawrence Cheung, New Cars Editor

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