There was a time when choosing an MG meant accepting that a few corners had been cut in the name of affordability. When the brand first returned to the UK market, some of its cars represented good value but also felt cheap in places. The materials, technology and overall finish rarely troubled more premium manufacturers.
The MG IM5 is a very different proposition. This is a sleek, nearly five-metre-long electric fastback with four-wheel steering, an 800-volt electrical system, up to 751hp and enough technology to fill an entire product presentation. More importantly, it feels like a car developed to compete with Tesla, Porsche, BMW and the rapidly growing number of premium Chinese manufacturers.
I drove the range-topping MG IM5 100 Performance, and my immediate thought was that it looked remarkably similar in profile to a Porsche Taycan. It has the same low nose, sweeping roofline, wide stance and smooth, aerodynamic bodywork.
The big difference is the price. The MG IM5 Performance currently costs £48,995, placing it firmly within Tesla Model 3 territory. A new Porsche Taycan starts from £88,400, while the Tesla Model 3 range currently spans roughly £37,990 to £59,990. The MG therefore offers something with the visual presence of a considerably more expensive performance car at a far more accessible price.
Does the MG IM5 look like a Porsche Taycan?
There is no getting away from the Taycan comparison.
From certain angles, particularly in profile and from the front three-quarter view, the resemblance is clear. The IM5 has a similarly low bonnet, pronounced wheelarches and a curved roofline that flows neatly into the rear of the car.
That is not a criticism. The Taycan remains one of the best-looking electric cars on sale, and the IM5 has real road presence of its own.
The Performance model sits on 20-inch sports wheels and gains a suitably purposeful stance. Frameless doors, flush-fitting handles, slim lighting and a full-width rear light treatment add to its premium appearance.
It is a large car, measuring 4,931mm long and 1,960mm wide before including its mirrors. However, the shape disguises much of that bulk. It looks lower and more athletic than its dimensions suggest.
Despite MG referring to it as a saloon, the rear window and boot lid open together. That means it offers the more useful loading access of a hatchback while retaining the shape of a streamlined executive saloon.
A much more premium MG interior
The transformation inside is arguably even more significant.
Earlier MG models could sometimes feel as though they had been built down to a price. The IM5 does not give that impression. The materials, seat finish, dashboard design and general presentation feel considerably more premium.
I would not go as far as saying it matches a Porsche Taycan in every area. There are still places where the Porsche’s attention to detail, switchgear and material quality justify some of the price difference. However, the IM5 closes the gap far more convincingly than many people will expect.
The front seats are soft, supportive and electrically adjustable. Heating and ventilation are included, while the outer rear seats are heated too. There is also a heated steering wheel, panoramic glass roof, two-zone climate control and an adjustable rear backrest.
During my time in the car, I found the driving position comfortable and the cabin pleasantly relaxing. The dashboard sits low enough to give you a good view forward and the wide cabin helps create a genuine sense of space.
The quality of the finish was one of the biggest surprises for me. It no longer feels like MG is simply competing on price. The IM range appears to be the point at which MG starts making a serious move into more premium territory.
Plenty of technology without feeling overwhelming
The centrepiece is an enormous 26.3-inch display running across the dashboard. It combines the driver information and infotainment functions into one wide screen, accompanied by a second 10.5-inch touchscreen lower down.
There is wireless Apple CarPlay and Android Auto, a ventilated wireless phone charger and an impressive 20-speaker audio system. Four of those speakers are positioned in the roof, while double-layered glass and noise-cancelling technology help isolate the cabin from the outside world.
Some reviewers have criticised the IM5 for placing too many controls inside the screens. Carwow found the displays responsive but considered parts of the menu structure unintuitive, while Top Gear was much more critical of the touchscreen-heavy layout.
My experience was more positive.
Yes, I would still prefer physical buttons for commonly used features such as temperature and demisting. However, I did not find the system overly complicated. The displays looked sharp, reacted quickly and presented a lot of information without making the cabin feel intimidating.
That distinction matters. There is plenty of technology, but it does not feel like it has been added simply so MG can create a long specification list.
Useful technology rather than pointless gimmicks
Some of the more unusual features could prove genuinely helpful.
The IM5 has four-wheel steering, allowing the rear wheels to turn in the opposite direction to the fronts at lower speeds. It gives the car a turning circle of just 9.98 metres, which is impressive for something almost five metres long.
There is also a Crab Mode that uses the steering system to move the car diagonally. It may not be something owners use every day, but the tighter turning circle will make a real difference in car parks and narrow streets.
MG’s One Touch iAD system can assist with parking, pulling out, reversing and kerbside parking. A 360-degree camera system also provides a transparent chassis-style view to help you see obstacles close to the wheels.
Rainy Night Mode is another interesting feature. It uses the car’s exterior cameras to display a clearer representation of surrounding vehicles, pedestrians and road hazards when rain or darkness makes visibility more difficult.
These systems do not remove the driver’s responsibility to pay attention, but they demonstrate how the IM5’s technology can support normal driving rather than simply providing more entertainment.
What is the MG IM5 Performance like to drive?
With 553kW, equivalent to 751PS, and 802Nm of torque, the IM5 Performance is extraordinarily quick. It uses two electric motors and all-wheel drive to reach 62mph in 3.2 seconds. MG quotes a top speed of 166mph.
Those numbers place it firmly in high-performance territory.
Accelerating hard produces the instant, relentless surge you expect from a powerful electric car. There is no pause while a gearbox changes down and no need to wait for an engine to build its revs. You press the accelerator and the car simply goes.
It is the sort of performance that can initially feel amusing, then slightly ridiculous. Nobody needs 751hp for a trip to the supermarket, but it does make overtaking effortless and gives the IM5 a genuinely exciting side.
Crucially, it is not difficult to control at normal speeds. The accelerator response is easy to manage when you are not driving aggressively, and the car settles into a quieter and more relaxed character around town.
Handling and comfort
The IM5 weighs 2,298kg, so this is not a lightweight sports saloon. You are always aware that there is a substantial battery and a lot of car beneath you.
Even so, I thought it handled its weight well. The steering felt accurate, the car remained composed through corners and the all-wheel-drive system gave it plenty of traction when accelerating. Body movement was controlled and it felt more agile than something of this size and weight has any right to.
I also found it comfortable. It dealt with the roads I drove it on without becoming unsettled, while the quiet cabin and supportive seats made it feel well suited to longer journeys. Independent reviews have been unusually divided on this point. Auto Express praised its controlled body roll and high-speed ride, while Top Gear strongly criticised both the ride and handling. My experience was much closer to the Auto Express assessment. I enjoyed driving it and thought the combination of performance, comfort and predictable handling worked well.
It does not communicate with the driver in the same way as a lighter performance car, and it cannot completely disguise its weight. However, judged as a fast, comfortable electric executive car rather than a dedicated sports car, it makes a convincing case for itself.
Range, efficiency and charging
The Performance uses a 100kWh battery with 96.5kWh of usable capacity. Its official WLTP range is 357 miles, compared with 441 miles for the rear-wheel-drive IM5 Long Range.
Official combined efficiency for the Performance is 3.1 miles per kWh.
In reality, around 300 miles between charges is a more sensible expectation, although weather, speed and driving style will make a significant difference. EV Database estimates approximately 300 miles, while Green Car Guide averaged 313 miles during a mixed winter test and recorded around 2.8 miles per kWh.
Efficiency is not the Performance model’s strongest area. A car with 751hp, all-wheel drive and a kerb weight approaching 2.3 tonnes was never going to be the most economical EV available.
Its charging performance is much more impressive.
The 800-volt architecture supports a claimed maximum DC charging rate of 396kW. MG says a 10 to 80 per cent charge can take as little as 17 minutes when using a suitably powerful rapid charger and when battery and charging conditions are favourable.
Chargers capable of sustaining that level of power are still relatively uncommon, and charging speeds will drop as the battery fills. Nevertheless, it gives the IM5 some of the most advanced charging hardware available at this price.
An 11kW AC onboard charger is fitted for home, workplace and destination charging.
Is the MG IM5 practical?
The IM5 offers five seats and a 457-litre rear boot, increasing to 1,290 litres with the rear seats folded. There is also a small 18-litre compartment beneath the bonnet.
The hatchback opening makes loading larger items easier than it would be through the narrower opening of a traditional saloon. The rear seats split 60:40 and the rear backrests can be adjusted manually.
Rear legroom is generous, helped by the 2,950mm wheelbase. However, the battery beneath the floor means taller rear passengers may find their knees sit higher than expected. Carwow also noted a lack of under-thigh support in the back.
It can tow up to 1,500kg with a braked trailer, making it more useful than some performance-focused electric cars.
Has MG finally become a premium brand?
The IM5 does not suddenly turn MG into Porsche. That would be an unfair expectation for a car costing around £40,000 less than an entry-level Taycan.
What it does demonstrate is how quickly MG has developed.
The first modern MGs sold largely because they were affordable. The IM5 feels like something people may actively want for its styling, performance, technology and interior, with the competitive price becoming an additional reason to choose it.
This feels like more than an ordinary MG with larger screens and extra equipment. The IM range has a separate character and a noticeably more premium approach.
There are still areas to improve. More physical controls would make the cabin easier to operate, the Performance model is not particularly efficient and 751hp is arguably far more than most people will ever need.
However, the overall package is difficult to ignore.
MG IM5 100 Performance verdict
The MG IM5 Performance was one of those cars that left me thinking about how quickly the market is changing.
It looks like something that should cost close to £100,000, offers acceleration that would embarrass many sports cars and has an interior that feels far removed from the budget-focused MG models of the past.
I liked the way it drove, I found it comfortable and I thought the technology was easier to live with than some reviews suggest. Most importantly, it felt like a properly rounded car rather than an impressive collection of specifications.
The Long Range version will make more sense for drivers who prioritise distance and efficiency. It still produces 407PS, reaches 62mph in 4.9 seconds and offers up to 441 miles of official range.
But the Performance is the version that creates the biggest impact. It demonstrates what this new generation of MG is capable of and gives buyers a genuine alternative to a Tesla Model 3 Performance, BYD Seal, Hyundai Ioniq 6 or more expensive European performance EV.
The badge may still require some explanation, but the car itself deserves to be taken seriously.
