![\"MG](\"https:\/\/www.globalvillagespace.com\/tech\/wp-content\/uploads\/2025\/09\/mg-cyberster-long-term-review-is-this-bold-electric-roadster-a-true-game-changer.jpg\" "\\"MG")
<\/a><\/p>\nTime\u2019s up with our oddball electric roadster. Did it make its mark?<\/p>\n
Autocar is playing host to an MG Cyberster<\/a> for the next few months, and I\u2019m to be its custodian.\u00a0This is a \u00a360,000, battery-powered, two-seat roadster<\/a> that goes from 0-62mph in 3.2sec and has electrically operating scissor\u00a0doors.<\/p>\n How far back in time would we have to travel before it would seem daft that a Chinese manufacturer might attempt to make a car as exotic and glamorous as this? I might suggest not very.<\/p>\n I thought comedian Denis\u00a0Leary said this, but the internet\u00a0tells me it was PJ O\u2019Rourke, who wrote in 2010: \u201cThere are 1.3 billion people in China, and they all want a Buick.\u201d Well, now there are 1.4 billion Chinese, and they don\u2019t all want a Buick; they want to make something better than a Buick.<\/p>\n In 2010, China was already making more cars than any other country in the world; now it\u2019s three times as many as the world\u2019s next most productive country, but more Chinese cars<\/a> are domestic brands, not joint ventures with Western\u00a0car makers. That stage is over.<\/p>\n MG<\/a> is unusual here, because while it is now a domestic brand, owned by SAIC, the Chinese state-owned maker, it still plays on its British heritage, both here and\u00a0there, and it retains design and engineering offices in the UK.\u00a0<\/p>\n In China, where you can buy a\u00a0dual-motor Cyberster for \u00a340,000, they even use an MGB roadster alongside it in adverts. This dual-motor Cyberster,\u00a0called the GT, sits at the top of a simple two-model range.<\/p>\n The base car, the Trophy, has a single rear motor and 335bhp to give it a 0-62mph time of 5.0sec. The GT, though, supplements that with a motor driving the front wheels too for a system total of 503bhp and\u00a0that sparkling 0-62mph time.\u00a0<\/p>\n It retails at \u00a359,995 and, like\u00a0the \u00a354,995 single-motor version, comes with the works: if you\u2019re looking for options, there\u2019s metallic paint at \u00a3545 or \u00a3595 and a \u00a3500 red hood option alongside some paint colours (but not red or yellow, presumably on grounds of taste).\u00a0<\/p>\n There are two interior colour options, grey or red, both at \u00a30. This one is red, and it\u2019s rather restrained. And that\u2019s it. MG is not one to make you delve into an options list. There\u00a0is one wheel choice (20in alloys with Pirelli P Zero tyres, 245\/40 fronts,\u00a0275\/35 rears), heated seats, heated steering wheel, electric seats, electric hood, electric doors, a\u00a0Bose stereo, adaptive cruise control, vehicle-to-load capability and more ADAS than are mandatory.\u00a0<\/p>\n I\u2019ll expand on the ADAS another time, because the attention assist function is the worst performing\u00a0of the lot and seemingly the only one that can\u2019t be switched off.<\/p>\n Both variants of the Cyberster have a 74.4kWh (usable) battery capacity, and this GT a 3.2mpkWh combined-cycle rating with a 276-mile WLTP range<\/a>. I\u2019m seeing more like 250, but I\u2019ll keep an eye on it.<\/p>\n Its maximum charge speed is 144kW, but so far I\u2019ve charged it only at home. I\u2019ll keep an eye on that, too. The MG will take some getting used to. There is an instrument binnacle, a screen either side of it controlled via steering wheel buttons and a central touchscreen, with functions spread throughout.<\/p>\n There are steering wheel paddles, the left for changing the retardation rate, the right for flicking through drive modes, which include a custom one: you can choose drivetrain and steering response.\u00a0<\/p>\n In default Comfort mode the car only uses the rear motor, I think, given more leisurely acceleration and slight rear-wheel scrabble on driveway exit; sportier modes introduce the front motor and up the responses until they\u2019re at pretty remarkable levels in Track mode.\u00a0<\/p>\n The chassis does its best to keep up. This is a heavy car, particularly for a two-seater of, by today\u2019s standards, reasonable proportions, being 4.54m long by 1.91m wide (2.1m including mirrors).<\/p>\n It\u2019s 1985kg at the kerb (the single-motor variant is a full 100kg lighter), so the non-adjustable, passively damped suspension has the unenviable job of both keeping on top of body movements and retaining the kind of ride compliance MG would like the Cyberster to have.<\/p>\n MG does talk of \u201cuncompromising power and performance\u201d, but at the same time this version is called GT, and the company mentions giving \u201cthe grand touring experience\u201d.\u00a0<\/p>\n That\u2019s a fine path to tread with relatively unsophisticated underpinnings. I haven\u2019t tried a single-motor car, which the testers say is softer; I haven\u2019t quite decided which way, if either, I\u2019d want this to go. Big surface undulations generate some heave, but pitch\u00a0and roll are well contained. The centre of gravity is low, after all.\u00a0<\/p>\n That there are batteries beneath you means you don\u2019t feel nestled deep into the interior, but neither do I feel like I sit precariously on top of it, like our taller testers did.<\/p>\n The fact that we have a car like this at all, though, and that MG is the first one to give it to us, shows how far the company has come and how fast. How quickly this car works its way into our affections, we\u2019ll find out.<\/p>\n I almost knew it would be a bad idea to leave the MG Cyberster unplugged in a car park for a week. We\u2019ve received enough letters about (some) EVs<\/a> and PHEVs<\/a> conking out when left for extended periods that I nearly took an old diesel to the airport instead. But don\u2019t be so silly, I told myself \u2013 it\u2019ll be fine. And if it\u2019s not, that\u2019s the point of trying it.<\/p>\n It wasn\u2019t fine. On my return I pressed the key fob and, sure enough, nothing happened. Not a peep of sound, not a flash of lights nor the merest hint that the car knew I was standing next to it, apoplectic, trying to unlock it.<\/p>\n I pressed the button again, and again, then all the other buttons on both car and remote, repeatedly and exhaustively \u2013 sometimes simultaneously \u2013 even though I knew it wouldn\u2019t make a difference. The car had enough electrical power in it to drive to Nottingham, but not enough to open the doors.<\/p>\n This is apparently a thing with some EVs. They have a very large high-voltage drive battery but, like all cars, also a 12V system that runs everything else.<\/p>\n If the 12V battery on an ICE car is low, it will at least have a go at spinning the engine into life so it can charge from the alternator. If the 12V battery on an EV is low, it won\u2019t dare try to connect the big switch to the high-voltage system.<\/p>\n Some EVs will keep an eye on themselves and periodically connect to the high-voltage system to top up the 12V battery. Others, apparently like the MG, do not.<\/p>\n I needed access to the 12V battery. Some cars have a physical key within the remote so you can at least open a door. The Cyberster doesn\u2019t. Its door and boot buttons are electrically operated, so in the event of a flat 12V you can\u2019t get into the cabin. And as well as being where you left your house keys, that\u2019s where you\u2019ll find the bonnet release to access the 12V battery.<\/p>\n Mercifully, MG\u2019s techs have a workaround: behind one of the front bumper\u2019s towing eye access panels is a wire pull that unlatches the bonnet, so you can get under there, if not to your house keys.<\/p>\n With bonnet up and terminals located, I phoned the car park operator who kindly sent a man in a van with a 12V jump pack, but it wasn\u2019t quite good enough to coax the Cyberster into life.<\/p>\n So I called the AA, and after a short wait a very, very nice man called Simon (who remembers the old \u2018very very nice man\u2019 AA ads but was too polite to say he\u2019s tired of hearing about them) arrived with an ammeter and a fully juiced jump pack.<\/p>\n Diagnosed and with the pack connected, the MG sparked into life, opened its door on command, quickly threw up about three dozen error messages and then got over itself and behaved normally.<\/p>\n Simon has come across this problem before but hadn\u2019t seen the secret bonnet release, a tip that, via the AA grapevine, will now be more widely known. And thanks to Heathrow\u2019s car park, which quickly sent help and confirmed there would be no charge for overstaying, or for the AA.<\/p>\n The car has been fine since, but I know one long-haul\u00a0pilot who has cancelled a Cyberster order as a result of the tale.<\/p>\n As I write, it\u2019s quite warm and dry out so I\u2019ve been popping the roof down on the Cyberster as often as not. This doesn\u2019t take long, and can be done at up to 28mph, which means if it gets too toasty for my wee baldy heid, I can put it back\u00a0up again without much bother.<\/p>\n I\u2019ve had a letter or two about the driving position, because the MG\u2019s is relatively high in the roadster scheme of things: the battery is underneath the floor, so you can feel like you\u2019re sitting more on than in the car.<\/p>\n Mind you, the MGF had a similar issue and this car does say \u2018100th anniversary\u2019 on the side. I\u2019m not sure it\u2019s a deliberate intention to continue that part of the MG heritage, but still. It feels on-brand.<\/p>\n I don\u2019t find the driving position such a bother as one reader, shorter than I am, who simply couldn\u2019t put up with it. I\u2019m 5ft 10in and my head isn\u2019t into the headlining with the roof up, and I\u2019m looking cleanly underneath the screen\u2019s header\u00a0rail with it down. Maybe I have\u00a0the seat more reclined?<\/p>\n It\u2019s something worth considering if you\u2019re thinking about a Cyberster, though, particularly if you are tall, because as in, say, a Jaguar F-Type, the seat doesn\u2019t slide so far back, and the further back you go the\u00a0less reclined you can have it.<\/p>\n Anyway, what this means for me is that, roof down, the wind isn\u2019t\u00a0too much in what was once hair.\u00a0I get that pleasing open-air feeling, the ability in traffic to look up at passing aeroplanes or red kites, without too much buffeting.<\/p>\n There\u2019s a wind deflector and I\u2019ve been leaving it in place because\u00a0it\u2019s not hard to look through it via the interior mirror. It\u2019s like looking through a fine fly screen\u00a0or something like that.<\/p>\n It sits between the two roll bars and can easily be pulled free, or relocated, with one hand. So if it bothers you, it\u2019s a doddle to get it out of the way. It\u2019s even marked \u2018front\u2019 on, er, the front, so you know which way around it goes when it comes\u00a0to putting it back quickly.<\/p>\n I wouldn\u2019t recommend trying to put it back in place on the move, but you can easily pull it free while driving, although with roof down I\u2019m not sure you\u2019d want to.<\/p>\n Having it in place doesn\u2019t make too much difference to the amount of buffeting around your head, but it does seem to reduce the amount of turbulence swirling around in the middle of the cabin, curiously. Without it in, I\u2019d want to secure any valuable receipts. Keeping the side windows up also considerably reduces turbulence, so unless\u00a0<\/p>\n I\u2019m mooching around town,\u00a0I tend to keep those up too. The easiest stowage for the deflector is probably in the netted cargo area behind the seats.\u00a0<\/p>\n It\u2019s where the emergency manual handles for the otherwise-electric door releases are too. You couldn\u2019t fit a set of golf clubs back there, but for oddments stowage it\u2019s a handy \u2018accessible, but not in the cabin\u2019 space for things you might normally put in the door pockets.<\/p>\n It does have those too. It\u2019s just that they\u2019re small and they snap shut, because the doors raise through 90deg and it would throw my sunscreen and window cleaner onto the floor if they had conventional door pockets. Actually, for a two-seat roadster overall, luggage volume is pretty good.<\/p>\n The boot,\u00a0if not deep, is quite long, and while all you\u2019ll find under the bonnet is a vast black plastic shield with compartments for fluids and battery, it\u2019s not like anything with an engine has space there either.<\/p>\n Having the roof down, or the audio up loud, also means there\u2019s more ambient noise kicking around so you can\u2019t hear some of the MG\u2019s more irritating chimes and bongs.<\/p>\n I\u2019ll expand on those another time because I think they deserve a report of their own.<\/p>\n As I briefly caught sight of the rear of a metallic grey roadster while viewing a page on the internet, I wondered why \u2018my\u2019 MG Cyberster was being photographed and written about.<\/p>\n My mistake: it was a picture of the rear of the new Aston Martin Vanquish Volante. On anything more than a glancing cursory inspection, the two of course don\u2019t look like each other, but in a week when MG has also launched a 742bhp super-saloon, I do get a sense that the old rules about who makes quick and expensive and glamorous cars and who does not are presently being rewritten.<\/p>\n I recently took the Cyberster along to a photo and video shoot in Wales to meet a different Aston Martin, a Vantage Roadster, plus a McLaren Artura and a Ferrari Roma. The MG wasn\u2019t part of the test: these are luxury sports cars with mighty engines. But if you\u00a0take a look at the picture above, does it look so out of place?<\/p>\n Well, it is a bit out of place, ultimately. Look closer and you will see a sensor on the electrically opening door, supposedly subtle, but, like a shell hole amidships, it\u2019s very noticeable and often one of the first things people talk about when they look at the car.\u00a0<\/p>\n The headlights, too, instead of being some multiple-billion LED set-up, are relatively conventional, but then they are backed with some etching so they look more technically complex than they are.\u00a0<\/p>\n And on the boot sill there\u2019s a note that seemingly hasn\u2019t been beyond one round of Google Translate: \u2018NOTICE! Please do not place heavy objects and don\u2019t seat,in order to avoid damage to vehicle parts.\u201d Bad English aside (missing space after the comma included), isn\u2019t it odd that you can\u2019t sit on a boot lip?<\/p>\n None of these things is overtly annoying, though, unlike my biggest beef with the Cyberster: its driver attention monitor. Unlike all of its other GRS2 safety-regulation-mandated ADAS components, this is one that can\u2019t be switched off, and yet it\u2019s the one that works the worst.<\/p>\n The theory \u2013 and damn whoever made this mandatory \u2013 is that a camera on top of the steering column monitors your eyes and tells you if you\u2019re not paying attention to the road, via a chime and a dashboard notice.<\/p>\n The rulebook says for how long you can look away before the warning appears.\u00a0The trouble is that here it works appallingly. Perhaps it\u2019s because I\u2019m wearing glasses, but I suspect not.<\/p>\n Glance at the temperature switches to increase fan speed? Ding! \u2018Please focus on driving.\u2019 Driving down a slip road looking in the mirror? Ding! \u2018Please focus on driving.\u2019 Just viewing a mirror to plan a motorway overtake? Ding! \u2018Please focus on driving.\u2019 Looking at length into the driver\u2019s footwell in search of a lost jelly baby? Nothing.<\/p>\n Worse, even if dinged into submission, so staring resolutely straight ahead and ignoring the safer option of checking your surroundings, the heckling\u00a0chimes can continue for some\u00a0time afterwards. It\u2019s truly awful.<\/p>\n The saving grace is that if the audio is loud or the roof down you probably don\u2019t hear it, at least not if it\u2019s just a single chime. And that\u2019s what I\u2019ve reduced the system to, after trialling a few other options, including sticking a passport photo of myself to the steering wheel boss. It seemed to work briefly, but in a constant-radius bend the car thought I was falling out of my seat.\u00a0<\/p>\n The answer, then, came in the high-tech form of a piece of Blu Tack over the camera. Now every time I slow down the car gives a single ding and says the camera is blocked, but it\u2019s only a single ding. Around town, where the system is slightly less erroneously insistent,\u00a0I sometimes remove it.<\/p>\n As a result, I\u2019m experiencing something of a like-loathe relationship with the Cyberster. That it\u2019s fitted with this system isn\u2019t MG\u2019s fault, but that it works this badly and can\u2019t be switched off is.<\/p>\n It\u2019s normal for a new car to generate a certain level of interest, but I have never run a car\u00a0that has prompted such divisive reaction as the MG Cyberster.\u00a0<\/p>\n I\u2019ve had correspondents say\u00a0they absolutely love theirs and that it\u2019s much better than the combustion-engined European convertibles it replaced; others\u00a0say they sold or returned theirs\u00a0after not getting on with it at all.<\/p>\n I\u2019ve had a shorter driver say he felt seated too high to buy one but a taller one think it was fine, while\u00a0one reader (presumably not an owner) even told me to \u201ceat shit\u201d at 1am on a Sunday because we acknowledged MG\u2019s success\u00a0at our awards. Swings and roundabouts, I suppose.<\/p>\n After spending 3000 miles over a few months in the Cyberster, I\u2019m still slightly conflicted about my own thoughts on it. I like the fact that any manufacturer, let alone a mainstream one, has come up with a fast electric roadster that looks as good and drives as convincingly as this.<\/p>\n But it has foibles that I couldn\u2019t live with if it were my own car, and I don\u2019t think it\u2019s a particularly good idea for us all to buy cars from Chinese state-owned car makers if we value having European ones \u2013\u00a0although why this seemingly bothers us so much about cars\u00a0while it doesn\u2019t in other industries\u00a0is a discussion for another place.<\/p>\n So to the details. The Cyberster arrived with us in its range-topping GT form. The single-motor base version is called the Trophy, while this twin-motor top car is the GT, which cost \u00a359,995 at the time of arrival but is \u00a360,245 now.\u00a0<\/p>\n Mechanically, it\u2019s a relatively straightforward proposition. The Trophy gets only a 335bhp rear motor, while the GT adds a front motor for a system total of 496bhp and a 0-62mph time of 3.2sec.<\/p>\n It has, like the Trophy, a 74.4kWh usable battery capacity. It also has a combined cycle rating of 3.2mpkWh and a range of 276 miles, which in warmer weather and moderate driving I\u2019ve found the Cyberster can better and in cooler weather and faster driving it will not.<\/p>\n Overall I matched the WLTP figure, because I ran the car over summer and used it for a lot of pootling about. Over a longer period I might not have. It comes with a lot of kit and not very many options. There are only two interior colour options, grey\u00a0or red, both \u00a30, plus one wheel choice, metallic paint and a red hood option.<\/p>\n The only option on\u00a0this car is the \u00a3545 metallic paint. It has heated seats and steering wheel, electric hood, electric doors, a Bose stereo, adaptive cruise control, vehicle-to-load capability and more.\u00a0<\/p>\n They don\u2019t make you take out a subscription for additional power or heated seats or any of the assistance systems. The practice is back in the news from European car makers, and it\u2019s ghastly and customers hate it, so is it any wonder that people will buy an MG instead? This car comes kitted out and that\u2019s that.<\/p>\n I would, however, have preferred manual doors to the electric ones, because they would be quicker, they wouldn\u2019t have unsightly sensors on the side and, when I left the car for a week in a car park and the 12V battery went flat, I could have had a physical key to at least gain access to the cabin.<\/p>\n If the car is immobile, you have to reach the 12V battery terminals by popping the bonnet via a cable behind the bumper.\u00a0Some EVs and PHEVs allow their 12V systems to hook up to the high-voltage battery (which in my case still had about 70% charge) to keep themselves topped up, but this MG doesn\u2019t.<\/p>\n I know one reader, a pilot who often leaves his car at airports, who cancelled an order as a result. Some of the Cyberster\u2019s mandatory equipment is irritating too. It\u2019s not MG\u2019s fault that it has an ADAS suite, but it is to blame for the fact that the driver attention monitor bongs that I\u2019m not paying attention when I very much am and that you can\u2019t switch that system off.<\/p>\n An owner, though, says he hasn\u2019t seen a similar message in 10 months of owning his car. Could be it\u2019s my glasses, but making the system switchable would solve the issue.<\/p>\n Those things are very annoying (the bongs mean I couldn\u2019t live with the car) but they are the Cyberster\u2019s only genuine foibles. I found the seat had too much lumbar support but otherwise got on fine with the driving position.<\/p>\n With the audio up or the roof down the chimes of doom are harder to hear, and at those times I found the car easy to like. It has smooth steering, a relaxed if too-loose ride on undulating roads and, in its sportier drive modes, really urgent pace.<\/p>\n The short of it is that while we\u2019ve lived with one, I think you still really need to try one yourself. You might love it, you might hate it or, like me, you might swing between the two.<\/p>\n Prices: List price new<\/strong> \u00a359,995\u00a0List price now<\/strong> \u00a360,245\u00a0Price as tested<\/strong> \u00a360,540\u00a0<\/p>\n Options:\u00a0<\/strong>Camden Grey Metallic Paint, \u00a3545<\/p>\n Fuel consumption and range: Claimed range<\/strong>\u00a0276 miles Battery size<\/b>\u00a074.4kWh\u00a0Test average<\/strong>\u00a03.2mpkWh\u00a0Test best<\/strong>\u00a03.7mpkWh\u00a0Test worst<\/strong>\u00a03.1mpkWh\u00a0Real-world range<\/strong>\u00a0240\u00a0miles<\/p>\n Tech highlights: 0-62mph<\/strong>\u00a03.2sec Top speed<\/strong>\u00a0125mph Engine<\/strong>\u00a0Two permanent magnet\u00a0synchronous\u00a0motors\u00a0Max power<\/strong>\u00a0496bhp\u00a0Max torque<\/strong>\u00a0535\u00a0lb ft\u00a0Transmission<\/strong>\u00a01-spd reduction gear, AWD\u00a0Boot capacity<\/strong>\u00a0249\u00a0litres Wheels<\/strong> 8.5Jx20in (front), 9.5Jx20in (rear), alloy\u00a0Tyres<\/strong> 245\/40 R20 (front), 275\/35 R20 (rear), Pirelli P Zero\u00a0Kerb weight<\/strong>\u00a02210kg<\/p>\n Service and running costs: Contract hire rate<\/strong> \u00a3850psm\u00a0CO2<\/strong>\u00a00g\/km Service costs<\/strong>\u00a0None\u00a0Other costs<\/strong>\u00a0None\u00a0Fuel costs<\/strong> \u00a3278\u00a0Running costs inc fuel<\/strong> \u00a3278\u00a0Cost per mile<\/strong>\u00a09pence Faults<\/strong>\u00a0Flat 12V battery<\/p>\n![\"\"](\"https:\/\/www.globalvillagespace.com\/tech\/wp-content\/uploads\/2025\/09\/mg-cyberster-long-term-review-is-this-bold-electric-roadster-a-true-game-changer-1.jpg\")
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<\/p>\nUpdate 2<\/h2>\n
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<\/p>\nUpdate 3<\/h2>\n
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<\/p>\nUpdate 4<\/h2>\n
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<\/p>\nFinal report<\/h2>\n
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<\/p>\nMG Cyberster GT\u00a0specification<\/h3>\n