MG MGS5 EV taksorindel: mida õpetas meile 10 autot ja üks karm talv
Enamik proovisõite kestab paar tundi ja paarsada kilomeetrit. Meie oma kestab juba mitu kuud. 2026. aasta algusest on meil kasutuses kümme MG MGS5 EV-d, läbisõidud praeguseks 14 000 kuni 35 000 kilomeetrit, ja need autod ei vea peret kord nädalas poodi — need sõidavad Forus äpis taksona, ehk saavad oluliselt karmimat kasutust kui ükski eraomanik neile kunagi annaks. Just sellepärast arvan, et meie tähelepanekutel on natuke rohkem kaalu kui ühel pühapäevasel ringil esinduse ümber.
See ei ole reklaamtekst. Räägin ausalt nii sellest, mis töötab hästi, kui ka sellest, mis meil esimese talvega untsu läks. Alustangi sealt, sest see on kõige olulisem osa.
Kõigepealt aus jutt: talvine tõrge ja kuidas see lahenes
Olgem ausad — esimesed kuud ei läinud libedalt. Kolm meie esimest autot hakkasid talvel tõrkuma. Probleem osutus suuresti seotuks veega, mis kogunes survepesu käigus kuskile radiaatorite/komponentide vahele. Tasub meeles pidada konteksti: meie autod käivad praktiliselt iga päev pesus, töötavad pikki päevi ja öid ja saavad intensiivset kasutust, mida tavaauto ei näe.
Siin pean tegema sügava kummarduse United Motorsi meeskonnale. Nad pakkusid sisuliselt 24/7 tuge ja koos tehasega leidsid lahenduse. Praeguseks on tunne, et mure on lahendatud. Niipalju kui mina aru saan, viis just meie kolme auto talvine saaga laiema sammuni — antud mudelite tagasikutsumiseni Euroopas ja vea likvideerimiseni
Miks ma sellega alustan? Sest ostuotsuse juures ei loe ainult see, kas auto kunagi viga saab — kõik autod saavad —, vaid see, mis siis juhtub. Ja meie kogemuse põhjal oli maaletooja tugi siin tõeliselt tugev. See on asi, mida proovisõidul kunagi tunda ei saa, aga mis igapäevaomanikule maksab kõige rohkem.
Mis auto see üldse on?
MGS5 EV on kompaktne elektriline maastur (C-klass), MG ZS EV-i järeltulija. Pikkust on tal umbes 4,48 meetrit, ehk see mahub linnatänavale ja parklasse ilma närvesööva manööverdamiseta. Tehniliselt on tegu SAIC-i (MG emafirma) tootega ja platvorm on jagatud MG4-ga.
Oluline detail, mille juurde tulen sõidumuljete juures veel tagasi: **MGS5 on tagaveoline**. Mootor istub taga, vedav telg on taga. See ei ole tänapäeval kompaktse elektriauto juures iseenesestmõistetav ja minu arvates on see siin väga mõistlik valik.
Mootor annab 170 kW (umbes 231 hj) ja 350 Nm, 0–100 km/h kiirendab alla seitsme sekundi (tootja sõnul 6,3 s) ning tippkiirus on 160 km/h. Akusid on kaks: väiksem 49 kWh LFP (Standard Range) ja suurem 64 kWh NMC (Long Range). Meie autod on suurema akuga.
*Märkus: täpsed Eestis pakutavad varustustasemed ja akuvariandid tasub kontrollida MG Eesti konfiguraatorist — eri riikides on paketid (Comfort / Luxury / SE / Trophy jne) erinevad.*
Välimus ja sisemus: ära usalda välimust
Väljast on MGS5 selline... korralik. Ei räigelt ilus, ei inetu — tavaline tänapäevane elektrimaastur, mis ei karju tähelepanu järele. Aga huvitav osa algab siis, kui ust avad.
Materjalid on suuresti tehislikud. Nahk ei ole päris nahk (mille üle võib mõni loom isegi rõõmustada), aga see on oluline aga — kõik, mida silm näeb ja käsi katsub, näeb hea välja ja tundub korralik. Kõva plastikut on üllatavalt vähe, pehmeid pindu on palju. Selles hinnaklassis on see tugevalt üle keskmise.
Keskel troonib 12,8-tolline puuteekraan ja õnneks on kütte ja ventilatsiooni jaoks ekraani all eraldi nupud — väike asi, mis igapäevakasutuses teeb elu palju lihtsamaks.
Ruumikus — minu kõige suurem üllatus
Kui ma peaksin selle auto juures ühele asjale kõrgeima hinde panema, oleks see ruumikus. See on lihtsalt üllatav. Väljast vaatad ja mõtled "noh, ei tea", aga sisse istudes muutub pilt täielikult. Ma ei usu, et meie juhid on veel kohanud klienti, kes poleks ruumikuse üle samamoodi imestanud.
Ise olen 1,83 ja sätin juhiistme endale mõnusalt paika — ja mahun siis ka iseenda taha nii, et jalg üle põlve istub mugavalt. Tagaiste on enam-vähem hea asetusega: see ei ole klassikaline elektriauto "kükitav" poos, kus põlved on kõrvade juures. Pakiruumi mõõdud on andmebaaside järgi 453 liitrit ja istmed alla lükates 1441 liitrit, ehk igapäevaseks kasutuseks täiesti arvestatav.
(Möödaminnes: meil on praegu pikemal proovisõidul ka uus MGS6 ja tagaistme mugavuses üllatab see veelgi rohkem. Aga S6 kohta kogun veel infot — sellest tuleb omaette lugu.)
Sõidumuljed: linnas kõige tugevam
Olgem realistlikud — see ei ole BMW ega Porsche, ja keegi ei peakski seda nii ootama. Aga eriti **linnasõidul on MGS5 hästi juhitav**. Pidurid veavad korralikult välja ja auto käitub etteaimatavalt.
Siin tuleb tagasi see tagaveo teema, mis mulle päriselt meeldib. Raskepoolne esiveoline elektriauto kipub paigalt võttes esiratast tühja laskma ja siis sekkuvad elektroonilised abimehed, mis kiirendust piiravad — see tunne on tuttav paljudele EV-juhtidele. Tagavedu koos auto massiga annab parema koosluse: kiirendamisel koguneb kaal tagasillale ja vedav telg saab rohkem haaret. Lihtsa kahevedulise auto puhul on see minu meelest lihtsalt nutikam insenerilahendus.
Müratase ja vedrustus on selle klassi kohta sobivad — ei midagi, mis pikemal sõidul häiriks, aga ka mitte midagi, mis premiumtunnet tekitaks. Aus keskmine, kallutatud heas suunas.
EV-juhile klassikalised küsimused — ausad numbrid päris kasutusest
Elektriauto juhina saab alati needsamad kolm küsimust. Vastan neile meie tegeliku kasutuse põhjal, mitte tootja ilusate tabelite järgi.
1. Kui palju sõita saab?
Tootja WLTP-number suurema akuga on kuni 480 km (tippvarustusel suuremate velgedega umbes 465 km). Päriselus, taksotööna:
- **Talvel:** 350–400 km kenasti. Ja jah, ka sel talvel, kui öövahetuse mehed pidid rinda pistma –20 kraadi ja külmemagagi.
- **Suvel:** tublimad sõidavad 500 ja kopika peale, aga kui ütlen 450–500, siis ei eksi.
- **Kulu:** kümme kraadi sooja ja rohkem, kulu jääb 11–13 kWh/100 km — ja seda taksotööna, mis ei ole kõige säästlikum sõidustiil.
Konkreetne näide: käisin hiljuti ühega Pärnu tiiru. Alustasin kodus 100%-ga, kilomeetreid kogunes 280,5, kuluks joonistas 15,4 kWh/100 km ning alles jäi 34% ja 130 km. Linnasõidul sulab see number aeglasemalt, ehk julgen öelda, et kui oleksin linnade vahel edasi sõitnud, oleks veel 150+ km tulnud. See on auto, millega saab päriselt pikemaid otsi sõita ilma laadimisärevuseta.
2. Kui kiiresti laeb?
Tootja lubab maksimaalseks alalisvoolu (DC) kiiruseks umbes 140 kW ja 10–80% 28–29 minutiga. Enda kogemus: Ignitise 200 kW laadijas sain 10–80% kätte 27 minutiga, ehk lubadus pidas.
Talvel jääb kiirus enamasti 70–100 kW vahele — see on normaalne, külm aku lihtsalt ei võta sama hästi vastu. Autol on akusoojendus, mis siin kindlasti aitab.
Üks ilus võrdluspilt talvest: meie esimese põlvkonna Toyota bZ4X tuli just Paidest, väljas –10 kuni –13 kraadi, maandus Peetris Enefiti juhtmesse ja laadis 20–25 kW. Kõrvale tuli linnasõidult saabunud MGS5 ja puhus sisuliselt kohe 70–80 kW kiiruse välja. Vahe oli silmnähtav — eelsoojendatud aku teeb talvel suure erinevuse.
3. Kui palju laadimine maksab?
Aus vastus on, et siin on vahemik nullist sajani kahesajaga. Kõik sõltub sellest, kas laed kodus või linnas, mis lepinguga, börsihinnaga või fikseeritud öö-/päevatariifiga. Aga meie lepingute taustal:
- **Linnas, talvel:** 4–5 € / 100 km, ehk 40–50 € / 1000 km.
- **Linnas, suvel:** 2,8–4 € / 100 km, ehk 28–40 € / 1000 km.
- **Kodus, talvel** (nutika VOOL laadijaga): umbes 3–3,5 € / 100 km.
- **Kodus, suvel** (kui jätan tasuta päikese kõrvale, koos kõigi võrgutasudega nutikalt laadides): 1–2 € / 100 km.
Need numbrid on muidugi meie lepingute põhjal — igaühe oma võivad erineda. Aga suurusjärk annab aimu, miks elektriauto igapäevasõiduks rahakotti säästab.
Tehnoloogia ja ohutus
Nutiäpp on olemas ja töötab: saab auto eelnevalt sooja või jahedaks panna, panna kütte rooli ja istmetesse jne. Igapäevakasutuses on just need väikesed mugavused need, mis vahe sisse teevad — eriti meie kliendid hindavad, kui auto on talvel juba soe.
Ohutuse poolelt on MGS5 saanud Euro NCAP-i viis tärni (2025. aasta test). Tootjapoolne garantii on Eestis seitse aastat, mis pikaajalise kindlustunde mõttes on tugev argument — eriti uue brändi puhul, mille pikaajalist usaldusväärsust paljud alles kaaluvad.
*Märkus: garantii täpsed tingimused ja kilometraažipiir tasub üle kontrollida MG Eesti lehelt.*
Hind ja konkurendid
Siin pean olema aus: **ametlikku Eesti hinnakirja ja varustuspakette ma kindlalt kinnitada ei saa** — need tuleb enne ostuotsust MG Eesti konfiguraatorist üle vaadata. Auto24 kuulutuste põhjal jääb 64 kWh Luxury varustus praegu umbes 38 500 – 39 700 euro kanti (koos käibemaksuga), aga hinnad ja paketid muutuvad kiiresti, nii et võtke see orientiirina, mitte lõpliku tõena.
Mis konkurentidesse puutub — ja siin tuleb minu isiklik emotsioon: võrreldes paljude teiste Hiina päritolu autodega on MGS5 omas hinnaklassis tugevalt üle keskmise. Palju kiidetud BYD jääb minu silmis pigem tahaplaanile. BYD Sealion 7 võiks ehk kangutada, aga seal ilmnes mul pikemal sõitmisel häirivaid asju ja hinnaklass on kõrgem — minu meelest ei ole toode ja hind seal parimas koosluses.
Laiemalt tasub MGS5-t kõrvutada selliste autodega nagu Kia EV3, Hyundai Kona Electric ja Volvo EX30. Aga päris võrdluse saab teha alles siis, kui kõrvuti on värsked Eesti hinnad — ja see on lugejal endal mõistlik konfiguraatoris üle käia.
Kokkuvõte: kellele soovitan, kellele mitte
Selle hinnaklassi auto kohta annaksin MGS5-le **7 punkti 10-st**. See ei ole täiuslik ja meie talvine tõrkesaaga tuletab meelde, et uue brändiga on alati natuke riski. Aga see auto teeb põhiasju õigesti, üllatab ruumikusega ja meie kogemuse põhjal seisab maaletooja probleemide korral kindlalt selja taga.
**Soovitan**, kui otsid mugavat ja ruumikat liikurit arvestatava pakiruumiga, tahad kõiki nutimugavusi (äpp, soe rool, soojad istmed) ja hindad madalat igapäevakulu. Linnas ja linnadevahelisel sõidul on see auto omas elemendis.
**Mõtleksin järele**, kui ootad premiumtunnet ja teravat sõidudünaamikat — see ei ole MGS5 tugevus —, või kui sulle on uue brändi pikaajaline maine veel liiga tundmatu, et rahu majja tuua. Sel juhul tasub eriti tähelepanelikult uurida garantiitingimusi ja kohaliku esinduse tuge.
Meie omalt poolt jätkame nende autodega ja kümne auto pealt julgen öelda: pärast konarlikku starti on MGS5 ennast meie juures tõestanud. Ja see ütleb taksotöö koormust arvestades üsna palju.
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*Tehnilised andmed pärinevad tootja brošüürist ja spetsifikatsioonibaasidest; Eesti hinnad ja varustuspaketid on orientiirid, mis tuleb enne ostuotsust ametlikust MG Eesti konfiguraatorist üle kontrollida. Sõidumuljed, kulu- ja laadimisnumbrid põhinevad meie pargi tegelikul kasutusel.*
Tahad ise proovida? Esimene kohting uue MG-ga
Kui see lugu tekitas tahtmise auto järele ise istuda, siis on hea uudis: 16. juunist algab Forus äpi ja United Motorsi ühine MG-de suvekampaania "Telli esimene kohting uue MG-ga!
Mõte on lihtne — sinu järgmine taksosõit ongi sinu esimene proovisõit. Kõigi klientide vahel, kes meie MG särtsukatega Forus äpis sõidavad, loosime välja Forus äpi taksosõidukrediiti. Ehk: istud sisse, sõidad oma asja, koged elektriautot päris liikluses ja võid lisaks veel võita.
Rohkem infot:
Vaikselt. Puhtalt. Elektriliselt.
Tehnilised andmed — MG MGS5 EV 64 kWh (Long Range)
Allikas: EV Database (ev-database.org). Tegu on sõltumatu andmebaasiga; "EVDB reaalne levila" on hinnanguline, mitte tootja ametlik number. Eesti hinnad ja varustus tasub kontrollida MG Eesti konfiguraatorist.
Aku
| Nominaalmaht | 64,0 kWh |
| Kasutatav maht | 62,1 kWh |
| Keemia / tüüp | Li-ioon, NMC |
| Arhitektuur | 400 V |
| Aku garantii | 7 aastat / 150 000 km |
Jõudlus
| Võimsus | 170 kW (231 hj) |
| Pöördemoment | 350 Nm |
| Vedav telg | tagavedu |
| 0–100 km/h | 6,3 s |
| Tippkiirus | 190 km/h (EV Database; MG enda andmetes esineb ka 160 km/h — tasub üle kontrollida) |
Sõiduulatus ja kulu
| WLTP sõiduulatus (TEL / TEH) | 480 km / 465 km |
| EVDB hinnanguline reaalne ulatus | ~365 km |
| Reaalne vahemik (külm ↔ soe) | 255–540 km |
| Linn, soe ilm | ~540 km |
| Maantee, külm ilm (110 km/h) | ~255 km |
| Kombineeritud, külm ilm | ~305 km |
| EVDB keskmine kulu | 170 Wh/km |
Laadimine
| AC-port / võimsus | Type 2, 6,6 kW (valikuline 11 kW) |
| AC täislaadimine (0–100%) | ~11 h 15 min (6,6 kW) |
| DC-port | CCS Combo 2 |
| DC max võimsus | 139 kW |
| DC 10–80% (MG andmetel) | 28 min |
| DC 10–80% (EVDB test) | ~31 min, keskmine 90 kW |
| Aku eelsoojendus | jah, automaatne navi kaudu |
| Autocharge / Plug & Charge | jah / ei |
| V2L (väline pistik) | jah, 3,3 kW |
Mõõtmed ja mass
| Pikkus | 4476 mm |
| Laius (peeglitega) | 1849 mm (2094 mm) |
| Kõrgus | 1621 mm |
| Teljevahe | 2730 mm |
| Tühimass (EL) | 1755 kg |
| Täismass | 2125 kg |
| Kandevõime | 445 kg |
| Pakiruum (norm / istmed alla) | 453 l / 1441 l |
| Esipakiruum (frunk) | 0 l |
| Haakekonks / pukseerimine (pidur.) | jah / 750 kg |
| Pöörderaadius | 10,5 m |
| Istekohad / Isofix | 5 / 2 kohta |
| Platvorm | SAIC MSP (elektriajamile pühendatud) |
| Soojuspump | varustusest/riigist sõltuv, valikuline |
Ohutus (Euro NCAP, 2025)
| Üldhinne | 5 tärni |
| Täiskasvanud sõitja | 90% |
| Laps sõitjana | 82% |
| Vähekaitstud liiklejad | 82% |
| Ohutusabisüsteemid | 78% |
MG MGS5 EV on taxi duty: what 10 cars and one brutal winter taught us
Most test drives last a couple of hours and a couple of hundred kilometres. Ours has been running for months. Since the start of 2026 we've had ten MG MGS5 EVs in service, with odometers now reading anywhere from 14,000 to 35,000 kilometres — and these cars don't haul a family to the shops once a week. They run as taxis on the Forus app, which means they take far harder use than any private owner would ever give them. That's exactly why I think our observations carry a little more weight than a Sunday lap around the dealership.
This isn't an advertisement. I'll be straight about both what works well and what went sideways for us in the first winter. In fact, I'll start there, because it's the most important part.
First, the honest bit: a winter fault and how it got fixed
Let's be honest — the first few months weren't smooth. Three of our first cars started acting up in winter. The problem turned out to be largely down to water collecting somewhere between the radiators and components during pressure washing. Keep the context in mind: our cars go through the wash practically every day, work long days and nights, and take a level of use a normal car never sees.
Here I have to take my hat off to the United Motors team. They offered what amounted to 24/7 support and, working with the factory, found a solution. As things stand, it feels like the issue has been resolved. As far as I understand, it was precisely our three cars' winter saga that led to a wider step — a recall of these models in Europe and the elimination of the fault.
Note to editor: the exact scope and official wording of the recall is worth verifying before publishing — I'm writing here from my own experience, not from an official statement.
Why do I start with this? Because what matters at the point of purchase isn't only whether a car will ever develop a fault — every car does — but what happens when it does. And in our experience, the importer's support here was genuinely strong. That's something you can never feel on a test drive, but it's what costs an everyday owner the most.
What is this car, anyway?
The MGS5 EV is a compact electric crossover (C-segment) and the successor to the MG ZS EV. It's around 4.48 metres long, so it fits onto a city street and into a car park without nerve-shredding manoeuvring. Technically it's a product of SAIC (MG's parent company) and shares its platform with the MG4.
One important detail I'll come back to under driving impressions: the MGS5 is rear-wheel drive. The motor sits at the back and the driven axle is at the back. That's not a given on a compact electric car these days, and in my view it's a very sensible choice here.
The motor delivers 170 kW (about 231 hp) and 350 Nm, 0–100 km/h takes under seven seconds (6.3 s according to the manufacturer), and top speed is 160 km/h. There are two batteries: a smaller 49 kWh LFP (Standard Range) and a larger 64 kWh NMC (Long Range). Our cars have the bigger battery.
Note: the exact trim levels and battery variants offered in Estonia are worth checking in the MG Estonia configurator — packages (Comfort / Luxury / SE / Trophy, etc.) differ by country.
Looks and interior: don't trust the outside
From the outside the MGS5 is... decent. Not strikingly pretty, not ugly — an ordinary modern electric crossover that doesn't shout for attention. But the interesting part begins when you open a door.
The materials are largely synthetic. The leather isn't real leather (which a few animals might even be glad about), but — and this is an important but — everything the eye sees and the hand touches looks good and feels solid. There's surprisingly little hard plastic and plenty of soft surfaces. For this price class, that's well above average.
A 12.8-inch touchscreen takes pride of place in the centre, and thankfully there are separate physical buttons for heating and ventilation below the screen — a small thing that makes everyday life a lot easier.
Roominess — my biggest surprise
If I had to give this car its highest mark for one thing, it would be roominess. It's simply surprising. You look at it from the outside and think "well, I'm not sure," but the picture changes completely once you sit inside. I don't think our drivers have yet met a customer who wasn't equally amazed by the space.
I'm 1.83 m myself and I set the driver's seat comfortably for me — and then I can still sit behind myself with a leg crossed over comfortably. The rear seat has a reasonably good posture: it's not the classic electric-car "squat," with your knees up by your ears. Boot capacity, per the databases, is 453 litres, and 1,441 litres with the seats folded down — entirely usable for everyday needs.
(In passing: we currently also have the new MGS6 on an extended test, and it surprises even more in rear-seat comfort. But I'm still gathering information on the S6 — that'll be a story of its own.)
Driving impressions: strongest in town
Let's be realistic — this is no BMW or Porsche, and no one should expect it to be. But in city driving the MGS5 is well-controlled in particular. The brakes deliver properly and the car behaves predictably.
This is where that rear-drive theme comes back, the one I genuinely like. A heavy front-wheel-drive electric car tends to spin its front wheel from a standstill, and then the electronic helpers step in and cut the acceleration — a feeling familiar to plenty of EV drivers. Rear drive combined with the car's mass gives a better balance: under acceleration the weight gathers over the rear axle and the driven wheels get more grip. For a simple two-wheel-drive car, I think it's just a smarter engineering solution.
Noise levels and suspension are appropriate for the class — nothing that bothers you on a longer drive, but also nothing that creates a premium feel. An honest middle ground, tilted in the right direction.
The classic questions every EV driver gets — honest numbers from real use
As an EV driver you always get the same three questions. I'll answer them based on our actual use, not on the manufacturer's pretty tables.
1. How far can you go?
The manufacturer's WLTP figure with the bigger battery is up to 480 km (around 465 km on the top trim with larger wheels). In real life, on taxi duty:
- Winter: a comfortable 350–400 km. And yes, even this past winter, when the night-shift crew had to take on –20 °C and colder.
- Summer: the keenest drivers do 500-and-a-bit, but if I say 450–500 I won't be wrong.
- Consumption: at ten degrees and warmer, consumption sits at 11–13 kWh/100 km — and that's on taxi duty, which is hardly the most economical driving style.
A concrete example: I recently did a loop to Pärnu with one. I started at 100% at home, racked up 280.5 km, the trip computer drew 15.4 kWh/100 km, and I had 34% and 130 km left. In city driving that number melts away more slowly, so I'll go as far as to say that if I'd carried on between towns, another 150+ km would have come. This is a car you can genuinely cover longer stretches in without range anxiety.
2. How fast does it charge?
The manufacturer claims a maximum DC (direct current) speed of around 140 kW and 10–80% in 28–29 minutes. My own experience: on an Ignitis 200 kW charger I got 10–80% in 27 minutes, so the promise held.
In winter the speed usually stays between 70 and 100 kW — that's normal, a cold battery simply doesn't accept charge as well. The car has battery preheating, which definitely helps here.
One nice winter comparison: our first-generation Toyota bZ4X had just come in from Paide, –10 to –13 °C outside, plugged into an Enefit charger in Peetri, and was charging at 20–25 kW. Next to it pulled up an MGS5 that had arrived from city driving, and it immediately blew out a 70–80 kW rate. The difference was plain to see — a preheated battery makes a big difference in winter.
3. How much does charging cost?
The honest answer is that it ranges from nothing to a hundred and a couple hundred. It all depends on whether you charge at home or in the city, on what contract, at spot-market prices or a fixed day/night tariff. But against the backdrop of our contracts:
- In the city, winter: €4–5 / 100 km, i.e. €40–50 / 1,000 km.
- In the city, summer: €2.8–4 / 100 km, i.e. €28–40 / 1,000 km.
- At home, winter (with a smart VOOL charger): about €3–3.5 / 100 km.
- At home, summer (when I leave free solar aside, charging smartly with all the various grid fees): €1–2 / 100 km.
These figures are based on our contracts, of course — yours may differ. But the ballpark gives a sense of why an electric car saves your wallet for everyday driving.
Technology and safety
There's a smartphone app, and it works: you can pre-heat or pre-cool the car, put heat into the steering wheel and seats, and so on. In daily use it's exactly these little conveniences that make the difference — our customers especially appreciate it when the car is already warm in winter.
On the safety side, the MGS5 earned a five-star Euro NCAP rating (2025 test). The manufacturer's warranty in Estonia is seven years, which is a strong argument for long-term peace of mind — especially for a new brand whose long-term reliability many people are still weighing up.
Note: the exact warranty terms and mileage limit are worth checking on the MG Estonia website.
Technical specifications — MG MGS5 EV 64 kWh (Long Range)
Source: EV Database (ev-database.org). This is an independent database; the "EVDB real range" is an estimate, not an official manufacturer figure. Estonian prices and equipment should be checked in the MG Estonia configurator.
Battery
| Nominal capacity | 64.0 kWh |
| Usable capacity | 62.1 kWh |
| Chemistry / type | Li-ion, NMC |
| Architecture | 400 V |
| Battery warranty | 7 years / 150,000 km |
Performance
| Power | 170 kW (231 hp) |
| Torque | 350 Nm |
| Driven axle | rear-wheel drive |
| 0–100 km/h | 6.3 s |
| Top speed | 190 km/h (EV Database; MG's own figures also list 160 km/h — worth verifying) |
Range and consumption
| WLTP range (TEL / TEH) | 480 km / 465 km |
| EVDB estimated real range | ~365 km |
| Real range span (cold ↔ mild) | 255–540 km |
| City, mild weather | ~540 km |
| Highway, cold weather (110 km/h) | ~255 km |
| Combined, cold weather | ~305 km |
| EVDB average consumption | 170 Wh/km |
Charging
| AC port / power | Type 2, 6.6 kW (optional 11 kW) |
| AC full charge (0–100%) | ~11 h 15 min (6.6 kW) |
| DC port | CCS Combo 2 |
| DC max power | 139 kW |
| DC 10–80% (per MG) | 28 min |
| DC 10–80% (EVDB test) | ~31 min, average 90 kW |
| Battery preconditioning | yes, automatic via navigation |
| Autocharge / Plug & Charge | yes / no |
| V2L (external outlet) | yes, 3.3 kW |
Dimensions and weight
| Length | 4,476 mm |
| Width (with mirrors) | 1,849 mm (2,094 mm) |
| Height | 1,621 mm |
| Wheelbase | 2,730 mm |
| Kerb weight (EU) | 1,755 kg |
| Gross vehicle weight | 2,125 kg |
| Payload | 445 kg |
| Boot (normal / seats folded) | 453 l / 1,441 l |
| Front boot (frunk) | 0 l |
| Tow hitch / towing (braked) | yes / 750 kg |
| Turning circle | 10.5 m |
| Seats / Isofix | 5 / 2 positions |
| Platform | SAIC MSP (dedicated EV platform) |
| Heat pump | depends on trim/country, optional |
Safety (Euro NCAP, 2025)
| Overall rating | 5 stars |
| Adult occupant | 90% |
| Child occupant | 82% |
| Vulnerable road users | 82% |
| Safety assist | 78% |
Prices in other markets (for reference, EV Database; not the Estonian price)
| United Kingdom | £31,245 |
| Netherlands | €36,850 |
| Germany | €42,990 |
Price and competitors
Here I have to be honest: I can't firmly confirm the official Estonian price list and equipment packages — those should be checked in the MG Estonia configurator before any purchase. Based on auto24 listings, the 64 kWh Luxury trim currently sits at roughly €38,500–39,700 (VAT included), but prices and packages change quickly, so take this as a guide, not gospel.
As for competitors — and here comes my personal feeling: compared with many other cars of Chinese origin, the MGS5 is well above average in its price class. The much-praised BYD slips, in my eyes, rather into the background. The BYD Sealion 7 might be able to pry it loose, but on a longer drive I found some annoying things there, and its price class is higher — in my view the product and the price aren't in their best combination there.
More broadly, it's worth lining the MGS5 up against cars like the Kia EV3, Hyundai Kona Electric and Volvo EX30. But a real comparison can only be made once you have fresh Estonian prices side by side — and that's something a reader would do well to run through the configurator themselves.
Verdict: who I'd recommend it to, and who I wouldn't
For a car in this price class, I'd give the MGS5 7 points out of 10. It's not perfect, and our winter fault saga is a reminder that there's always a little risk with a new brand. But this car gets the fundamentals right, surprises with its roominess, and — in our experience — the importer stands firmly behind it when problems arise.
I'd recommend it if you're after a comfortable, roomy runabout with a usable boot, you want all the smart conveniences (app, heated wheel, heated seats), and you value low everyday running costs. In the city and between towns, this car is in its element.
I'd think twice if you're after a premium feel and sharp driving dynamics — that's not the MGS5's strength — or if a new brand's long-term reputation is still too unknown for you to feel at ease. In that case it's especially worth digging into the warranty terms and the support of the local dealer.
For our part, we're carrying on with these cars, and across a fleet of ten I'll say this: after a bumpy start, the MGS5 has proven itself with us. And given the load of taxi work, that says quite a lot.
Want to try it yourself? Your first date with a new MG
If this story made you want to get behind the wheel yourself, here's good news: from 16 June, the Forus app and United Motors are launching a joint MG summer campaign, "Book your first date with a new MG!"
The idea is simple — your next taxi ride is your first test drive. Among all customers who ride in our MG runabouts on the Forus app, we're raffling off Forus app taxi-ride credit. So: get in, take care of your business, experience an electric car in real traffic, and you might win on top of it.
More information:
Quietly. Cleanly. Electrically.
Technical data is drawn from the manufacturer's brochure and specification databases; Estonian prices and equipment packages are guides that should be verified against the official MG Estonia configurator before purchase. Driving impressions and consumption and charging figures are based on the real use of our fleet.
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