MG Motor UK Cyberster review

This is a sports car like no other. That much is clear in our first few miles as we follow a Honda S2000 through the Scottish Highlands, the sound of its brash Mugen exhaust punctuated by frequent gearchanges. The Cyberster trickles along behind, its throttle pedal barely even halfway, its subtle augmented soundtrack drowned out by the din in front. After a while the Honda pulls over and its driver beckons us in for a closer look; he, like a lot of car enthusiasts, is floored by the styling and wants this new-age MG to be good. To show that an electrified future could be rather good fun.

And, for the most part, it is. It’s no hardcore sports car, instead channelling the spirit of cars like the BMW Z4 and Jaguar F-Type that its dimensions and proportions so closely mimic (this is a bigger car than pictures suggest, and a wide thing to squeeze down tight country lanes).

What's underneath?

Its platform is modified from the MG4 electric hatch and its various components are wisely bought-in from the likes of Bosch and Brembo to get the car dynamics up to scratch. But this is a heavy car, whichever version you choose: 1,885kg for the RWD Trophy, another 100 kilos exactly for the AWD GT.

Crucially MG hasn’t mercilessly fought the weight via torque vectoring or four-wheel steer to wrestle the car through corners; a Boxster or even the updated Z4 with its Handschalter Pack will outhandle it, but the Cyberster’s smoother, calmer approach is commendable. The ride is soft and perhaps a little too pillowy, but Britain’s increasingly rutted and potholed roads won’t faze it. In that regard, it’s a breath of fresh air. Convertibles are few and far between on the market these days: here’s one that encourages you to really bask in the experience rather than rush white-knuckled to your destination.

Indeed, push it harder and its more languid approach comes undone, the damping increasingly unsettled with commitment. But a calm and precise driving style reveals a smart handling balance, particularly in the Trophy, with its neater, lighter front end and a rear axle that’ll just about forgo the ESP and get involved in the process.

What about the more powerful GT?

What the Cyberster lacks in noise, the GT more than makes up for in power. The twin electric motors provide 496bhp, 535lb ft of torque, four-wheel drive and a 0-62mph time of just 3.2 seconds.

Click the bright red Super Sport button on the steering wheel to activate Track mode, switch the traction control off and activate the launch control. Mash the throttle, let go of the brake and there’s a little bit of slip as the front wheels try to find some grip on damp tarmac, but almost immediately it’s gathered up and you’re being fired down the road. It’s one heck of a party trick, particularly when you’re exposed to the elements with the roof down. 

Comfort and Sport modes dial back the power delivery for smoother progress, with the latter probably the sweet spot. The modes won’t change the suspension though – it’s a passive setup and it’s clear that the Cyberster was designed to be more of a GT than an out-and-out sports car. Even so, the body control in the GT needs work. The suspension and dampers are strangely soft and the Cyberster struggles to contain its near two tonnes of weight, bouncing down a bumpy B-road with huge speed but never able to properly settle. It rolls through corners more than you might expect too. With power at both ends the steering doesn’t offer much feel either and the brake pedal is slightly too light at the top of its travel, although once you get through the initial dead zone there is decent feel. 

So I should get the slower one?

The Trophy is more than brisk enough and its 5.0s 0-62mph time feels a touch modest. The five grand leap to the GT is good value if you crave the dramatic punch that performance EVs have become known for.

There’s no denying it has wow factor: it just might have a shelf life, especially as and when quicker EV roadsters appear on the market. The Trophy is the handling nerd’s car, making the best of the Cyberster’s steering setup with its more linear power delivery and more nuanced reactions in corners.

What's it like if I'm not hooning?

On a motorway it's a very acceptable companion. Road noise is well suppressed despite the fabric roof and that swoopy shape means there isn't too much wind noise either. And while the soft suspension hurts the Cyberster dynamically, it does make it a very comfortable tourer.

How many miles does it do in the real world?

Well, three and a half hours of driving through incredible Scottish Highland roads in the dual-motor GT saw us achieve about 2.2 mi/kWh for a range figure of roughly 150 miles; down significantly on the 276-mile claim, but that was hardly ‘combined’ use.

When we drove the GT for a second time on a motorway slog, through town and on country roads we saw a much more impressive 3.2 mi/kWh.

Bugbears? Its various active safety systems can be a little nannying. Its belligerent awareness alert, which chastises distracted drivers, barely lets you look away from the road for a second. You’ll be bonged at incessantly during a quick glance at the nav screen or climate controls, though it’s quiet enough that you’ll eventually learn to ignore it. The collision detection system, meanwhile, can occasionally shrill a more startling chime as you enthusiastically carry speed into corners. An odd flex for a car with such punchy performance and strong grip.