MG IM5 2026 review | Tesla-teasing executive EV from China

What is the MG IM5?

MG has earned a reputation for making decent, affordable EVs, but in recent years, it’s made ambitious attempts to move more upmarket. First with the rather gorgeous but very flawed MG Cyberster roadster, and now with this: the MG IM5, which is here to take on executive-class EV saloons like the Tesla Model 3, Polestar 2, BYD Seal, Volkswagen ID.7 and more.

That little ‘IM’ bit in the car’s name, and the fact that there’s no MG badge on the car, is the first hint that this is a slightly different MG. IM is the name of the Chinese brand that makes the IM5 and its sister car, the IM6 SUV. IM is owned by the same Chinese parent company (SAIC, in case you’re wondering) as MG, and so it made sense to share IM’s more upmarket cars under the MG portfolio to utilise its European and UK ambitions in the more premium classes.

MG is really swinging for the executive classes with the IM5 and IM6, including the likes of the BMW i4 and i5, Audi A6 e-tron and Mercedes EQE. But it’s also fairly obvious that Tesla is the template that MG (and IM, of course) has been working from.

Over here in the UK, the MG IM5 is available in Standard Range-, Long Range- or Performance versions, offering WLTP range figures of 304-, 441- and 357 miles, respectively. Hang onto your dairy-free latté, though, because the performance in the IM5 is very much of the ‘is that really necessary?’ level. Even the entry-level, rear-wheel-drive IM5 Standard gets 291bhp for 0-62mph in 6.8 seconds. The Long Range steps things up to a huge 671bhp (also sent to the rear wheels, which sounds a bit sketchy…) for 0-62mph in 4.9 seconds, while the Performance model that we’ve driven gets all-wheel drive and an outrageous 742bhp for 0-62mph in 3.2 seconds.

Yup, you read that right. A sub-£50k executive EV with north of 700bhp exists, now.

The bigger battery Long Range and Performance models use a 96.5kWh NMC battery,, while the Standard uses a 73.5kWh LFP battery.

How practical is it?

The IM5 is big, and that pays off in the places that matter. It’s around 20cm longer than a Tesla Model 3 or a Polestar 2, and you really notice that extra length in the rear seats, where the IM5 offers loads of legroom and good headroom, too.

There’s also a huge standard panoramic roof, which makes the cabin feel airy and light: very “modern EV” in the best way. However, the downside of the underfloor battery packaging (as in a lot of EVs), is that the floor is high in comparison to the rear seats, which can leave taller rear passengers sitting with their knees bent up. It’s far from a deal-breaker, though: an average-sized adult will still feel pretty spoiled back there, and kids will think it’s proper luxury.

Boot space is very decent at 457 litres, and despite the sleek saloon shape, the IM5 actually has a hatchback opening, which is a big usability win. It just makes it more versatile than saloon-only alternatives like the Tesla Model 3, when you’re loading bulky items: pushchairs, dogs, or just a week’s-worth of ‘how did we buy this much?’ grocery shopping.

Still, while the IM5’s boot is more practical than the Tesla Model 3 or BYD Seal’s, it’s worth pointing out that the VW ID.7’s is bigger still, and you can have an estate body if you want (albeit it comes at a much higher cost than the MG).

The IM5 also gets a small frunk, although it’s not especially usable for charging cables unless you’re very good at cable origami. This frunk is more for your bottle of washer fluid and ice scraper, and your cables will just have to live in the boot’s underfloor storage.

Up front, storage and space are generally strong, and the driving position feels laid back and broadly adjustable enough to accommodate most drivers. The dashboard design and materials all look a little swooshy and dated next to the more minimalist, cleaner-feeling interiors of many rivals, but the feeling of quality in the IM5 is pretty good and it’s a comfortable place to sit.

What’s it like to drive?

Let’s get something out of the way: driving an IM5 is a very specific experience, because on the one hand it’s hilariously fast for the money, and on the other, it doesn’t always feel like it knows what sort of car it wants to be.

It’s properly quick, but it’s also… not the driver’s car that you might imagine it is from the on-paper specs. And that’s one of the IM5’s recurring themes: the numbers are huge, but the translation into real-world polish isn’t always as clean as you expect.

A big part of the story is weight. The big MG is a hefty car at around 2.2 tonnes, and you feel that mass in the way it goes down the road. The MG is a bigger car than the Tesla Model 3, Polestar 2 and BMW i4, and is a similar size to the VW ID.7, but even the big VW handles itself with more precision and control than the MG. You can really feel the IM5’s weight rolling around if you drive quickly, and the fairly numb steering doesn’t fill you with confidence given the performance on offer.

Having said that, the IM5 settles down when you drive it at an everyday pace and feels planted and neutral, so it’s a perfectly pleasant and secure way to travel despite the over-abundance of power that you can use to fire yourself up the road at supercar speeds whenever you fancy it. Even if doing that is fun in a nerve-wracking way, rather than a confident way.

Unfortunately, ride comfort isn’t what you might hope for. The MG IM5 Performance can feel brittle and unsettled over harsher surfaces, yet it’s also quite lumpy and wallowing over bigger undulations. It’s a peculiar blend of floaty yet harsh, and it doesn’t come across well on a lot of UK B-roads.

Where the IM5 does work is on the motorway, where the ride calms down, you can enjoy the sumptuousness and decent high-speed stability on offer, and it all makes sense. While we haven’t yet driven the IM5 Long Range or Standard Range, it does seem like they’ll make a lot more sense in Europe and the UK.

Technology, equipment and infotainment

MG has made a big play on tech here, and the IM5 delivers on wow-factor the moment you step inside.

The headline is the huge 26.3-inch display that spans the driver’s display and central infotainment. Beneath that, there’s another screen that handles the climate control and driver assistance functions.

You get Apple CarPlay and Android Auto, plus navigation, and a whole buffet of menus for vehicle settings, drive modes and ADAS.

The issue with the infotainment in the IM5 is the usability. It’s just a bit tricky to find the right setting sometimes, and and the extra screen for climate and assistance controls just adds complexity, rather than simplifying things. The voice control wasn’t terribly successful when we tried it a few times, either. Even so, with familiarity, you get used to where all the features are and how to control them, and the screen itself has sharp graphics and quick responses.

You might wish that the assistance systems were easier to switch off- and on, as they can be overly nannying on certain roads.

Aside from that, you really can’t argue with the MG’s equipment levels. Electric seat adjustment, leatherette upholstery, heated- and ventilated seats, keyless entry, adaptive cruise control with semi-autonomous function, 360-degree parking camera… Even the IM5 Standard has everything you really want, and at a great price.

As per Tesla’s model, the IM5 isn’t offered with many options other than metallic paint (for around £500) and a choice of grey or black interior.

MG IM5 running costs

Prices for the MG IM5 start at under £40,000 for the Standard Range, and then jump up to £45,000 and £49,000, respectively, for the Long Range and Performance variants. Let’s face it, that’s great value, and monthly PCP finance costs also look very reasonable.

Fuel costs will depend heavily on how you charge. Home charging on a decent EV tariff will keep costs sensible, and far cheaper than any comparable petrol or diesel car. Rely on public charging all the time and it can get expensive, as public charging is often up to four times more expensive than charging at home.

We were seeing roughly 260 miles of real-world range from the MG IM5 Performance, which works out at roughly 9p per mile if you’re charging at 29p per kWh at home: or you can cut that cost by more than half if you use an off-peak, overnight tariff.

Tyres could be another cost to watch: a 2.2-tonne, high- performance car will get through rubber quickly. Insurance will be steep, too. The Standard Range sits in group 46, while the other two versions occupy group 50, the most expensive group there is.

The car’s pricing is such that the entry-level Standard Range model will escape the ‘luxury car surcharge’ on VED road tax - and so you’ll pay no more than the £195-per-year flat rate on that one - but the others will be stung for the additional cost, adding another £425 to your annual tax bill between years two and six of the car’s life.

MG IM5 reliability

The IM5 features a new platform and new powertrains, and is – ultimately – from a new brand to the UK, albeit under the umbrella of MG. If you’re the sort of buyer who likes a proven track record, look away now.

Unfortunately, MG didn’t do well in the 2025 What Car? Used Car Reliability survey, either, and that’s putting it mildly. The brand as a whole was pegged dead-last, in 30th place out of 30 carmakers, although it’s worth pointing out that the survey wouldn’t have factored in the IM5 or IM6 as they’re too new to the market.

Still, while none of that is reassuring, the standard seven-year, 80,000 mile warranty is impressive. Only rivals like the Kia EV6, Peugeot E-408 and Hyundai Ioniq 6 come close to matching or bettering MG’s warranty.