MG S5 EV Review 2026: Prices, specs and verdict

What is the MG S5 EV?

The MG S5 EV is an electric SUVs that’s the direct replacement for the popular ZS EV. But the new car has a bigger battle to fight than its predecessor.

When MG (a brand owner by China’s SAIC Motor) first launched the ZS EV in the UK back in 2019, very few Chinese brands were established here. That meant it undercut every comparable rival, and found plenty of homes.

Fast forward to 2026 and the British market has been flooded with big Chinese names; from BYD to Xpeng. Meanwhile, established companies like Skoda, Kia and Renault have seriously upped their games in the EV space.

That means the S5 EV won’t find homes simply by being cheap. It needs to competitive, and using the surprisingly good-to-drive MG 4 as its base is a strong start. But what about technology, practicality, range and performance? We’ll assess every key area in this in-depth MG S5 EV review.

Verdict: is the MG S5 EV a good car?

We reckon the S5 EV is the best all-round electric car yet from MG. It’s much more premium inside than older models, with easier to use technology, plenty of kit and good amounts of space for a family. It’s decent to drive, too, if not groundbreaking in terms of comfort and range on a charge. The S5’s biggest problem, though, is that newer Chinese brands are offering similarly good value alternatives.

Pricing, specs & rivals

Prices for the MG S5 EV start at a reasonable £28,745, making the S5 cheaper than a lot of similarly-sized rivals. For context, that’s about the same as the cheapest Peugeot e-208 – a much smaller car.

Granted, that base price only gets you the smaller of the S5’s two available batteries. But even this base SE trim comes with LED headlights, 17in alloys, adaptive cruise control, rear parking sensors, a reversing camera and vehicle-to-load tech.

The SE Long Range, from £31,245, doesn’t give you any more equipment, but it does give you a bigger battery pack and more power.

The top-spec Trophy model is £33,745, which puts it into the mix with more established rivals. But you do get loads of kit including 18in alloys, synthetic leather trim, heated front seats with electric adjustment, a heated steering wheel, a 360-degree camera system and wireless phone charging.

It’s strange that no version of the S5 is available with front parking sensors – a trait it shares with the MG 4 hatchback.

Rivals

There’s plenty of similarly fresh-faced rivals for the MG S5, including many Chinese equivalents. One of the best we’ve tested so far is the Leapmotor B10, while the Geely EX5, Smart #1 and BYD Atto 2 are also well worth looking at.

We’d strongly consider the Skoda Elroq and (slightly smaller) Kia EV3 too, while the excellent Renault 4 E-Tech and Ford Puma Gen-E are worth a look if outright space isn’t a priority.  Don’t forget the Hyundai Kona Electric, either, while the new Nissan Leaf and Renault Scenic E-Tech are also good options.

Interior comfort, quality & technology

The S5 EV is immediately more comfortable for more drivers than the ZS EV on which it’s based, simply because it now has steering wheel that’s reach adjustable (unlike the old car). Hardly an exciting feature, but it makes a big difference for taller drivers.

The driving position itself is more comfortable even than the MG4, too, although it’s a shame that adjustable lumbar support is only added on Trophy trim. Still, visibility is excellent as you sit much higher than you do in the MG 4, and even the Skoda Elroq. It gives you a great view down the road, and wide side windows give you plenty of over-the-shoulder visibility too.

The design and materials are a big step up over MGs we’ve driven to date, too. We like the soft-touch faux leather and squidgy plastics across the dash and doors, and although the chrome-effect detailing is plastic it doesn’t feel cheap.

Trophy trim adds some nicer faux leather upholstery, too. By comparison, cheaper versions of the Skoda Elroq and Kia EV3 have scratchier plastics and plainer trim elements (but feel noticeably more premium as you move up the range).

Infotainment, sat-nav, stereo and connectivity

The S5’s 12.8in touchscreen infotainment system is much larger than in the MG 4 and old ZS EV. It’s also a big improvement on those cars’ rather fiddly, clunky screens.

Alright, so it isn’t as responsive and well laid out as the systems in the EV3 and Elroq, but it’s still clear and relatively user-friendly, with big icons to tap on the move and a mostly logical layout. Loading times are a bit hit-and-miss, however.

All S5s gets wireless Apple CarPlay and Android Auto, along with useful physical climate controls and a volume knob. The 10.3in digital drivers display isn’t customisable but gives you plenty of information without being overwhelming.

All versions have a pair of USB-C ports under the centre armrest along with a 12-volt socket, along with a further USB-C port in the rear-view mirror for a dashcam and just one in the rear for back seat passengers to fight over.

 We do like the Trophy’s wireless phone charging pad with its felt lining, too. One clear area where MG has saved money is the sound system, with has four speakers and rather sub-par sound in the lower two trims. Trophy models get a better six-speaker system, however.

How practical is the MG S5 EV?

With dimensions of 4,476mm in length, 1,849mm in width and 1,633mm in height (with roof rails fitted) the S5 is larger in every dimensions than the old ZS, and continues the Chinese SUV trend of offering a lot of car for the money.

By comparison, a Kia EV3 is 170mm shorter and a bit lower, while cars like the Renault 4 E-Tech are in a size below. The MG does compare closely to the Skoda Elroq in size, however.

There’s certainly no shortage of space up front, with plenty of legroom and substantial headroom even for taller drivers. There’s also enough cabin width to avoid banging elbows with your front seat passenger.

There’s loads of room to stretch out in the back, too, even for six-footers who will have enough head and leg space to get comfortable on long trips. There’s space under the front seats to slide your feet, and a flat floor that isn’t raised up towards the seat bases like it is in some EVs. Even the middle seat is usable for a third adult.

Our only complaints are that the seats don’t slide and recline like some alternatives, and the bench itself is quite flat with less support than in an EV3 or Elroq. Overall, both those cars are lighter and airier in the back, too.

Storage and boot space

Storage for odds and ends in the MG S5 is decent but not best-in-class. The glovebox and door bins aren’t especially large, but you do get a useful space under the floating centre console for larger items and two cupholders. There’s also a chunky cubby under the centre armrest.

All S5s get small pockets in the front seatbacks and a pair of decent-sized door bins in the rear. It’s a shame you only get a central armrest with cupholders on top-spec Trophy models, however.

The MG’s outright boot capacity is among the best in class at 463 litres. That’s only seven litres down on the Skoda Elroq and slightly ahead of the Kia EV3, while also being significantly larger than the Smart #1.

The boot itself is a nice square shape, with an adjustable boot floor as standard and recesses either side of the main space to stop smaller items rolling around. It’s a shame that you can’t fold the rear seats easily from the boot area, though, and they only fold in a 60/40 split.

Performance & drive: What is the MG S5 EV like on the road?

Neither version of the S5 will blow you away in performance terms, but both are very competitive by the standards of family-sized electric SUVs at this price point.

The entry-level Standard Range makes do with 168hp, which doesn’t sound like much. But the S5 weighs considerably less than a Skoda Elroq and even the Kia EV3, meaning perfectly ample performance at all speeds and a 0-62mph time of eight seconds dead.

The Long Range version gets a useful boost up to 228hp. That’s enough for a positively brisk 0-62mph time of 6.3 seconds – not far off what the best hot hatches could manage only a few years ago.

If you’re expecting exciting acceleration, however, you’ll be disappointed. The S5 gently meters out its power, so doesn’t feel its full 228hp until you’re above, say, 40mph. There’s little to get your pulse racing, but you’ll have no problem overtaking or joining a busy motorway from a slip road.

Every S5 is also rear-wheel drive, which means the car never struggles for grip out of junctions or wriggles the steering wheel under full power like some alternatives.

In terms of regenerative braking, there are three levels of strength from gentle coasting to sharp regen effect. There’s also an adaptive mode which varies how much braking occurs depending on how close you are to the vehicle in front. There’s also a one pedal driving mode, but none of the different regen modes are easily adjustable via steering wheel paddles like some alternatives.

Power, 0-62mph times

• MG S5 EV Standard Range: 168hp/ 8.0 secs
• MG S5 EV Long Range: 228hp/ 6.1 secs

Ride and handling

The MG S5 is based on the smaller MG 4 hatchback underneath, which is a surprisingly entertaining car to drive on a twisty road. The MG S5 lacks that fun factor, but it’s much more competent than the old ZS EV.

The steering is light, which is great for town driving but doesn’t give you loads of confidence on challenging roads. It’s still accurate, though, while there’s plenty of grip and the S5 stays composed when you tackle a series of bends. There is more body roll than the Skoda Elroq, but the S5 leans less than a Kia EV3.

The ride is generally good, particularly around town where it feels quite soft and soaks up potholes and speed bumps better than a Renault Scenic E-Tech. However it doesn’t feel as controlled on faster roads, bobbing about a bit and tripping up over sharp mid-corner bumps.

Overall, the S5 doesn’t set new standards for ride and handling, but it’s good enough for most needs.  

Noise and refinement

The MG S5 is a big improvement on the old ZS, with noticeably less wind and road noise. However, cars like the Skoda Elroq set a very high class standard, and you’ll hear more intrusion from the outside world on motorways in the MG. Similar, there’s a bit more suspension noise on rough surfaces, but you’re unlikely to find the S5 particularly wearing on a long journey.

Euro NCAP: is the MG S5 EV a safe car?

The MG S5 performed strongly in Euro NCAP crash testing, being awarded the maximum five-star rating in 2025.

A 90% score for adult occupant protection is among the best in class, but the Skoda Elroq beats the MG for child protection.

Every model gets seven airbags along with the full MG Pilot package, which includes the usual automatic emergency braking, lane keep assistance, driver attention warning and traffic sign recognition, but also features such as blind spot monitoring and rear cross-traffic alert that not every rival boasts.

Like in Renault rivals, the S5 lets you set up a custom mode to choose which of these assist features you want to activate on start-up with two easy button presses.

Charging, range and running costs

The MG S5 EV doesn’t set any new standards in terms of range for an electric SUV, but the top-spec version should be adequate for most people’s needs.

The base SE Standard Range version has a modest 47.1kWh usable battery capacity, giving it an official WLTP combined range of 211 miles. That’s better than an entry-level Smart #1, but beaten by a Skoda Elroq 50 and Kia EV3 Standard Range.

It may well be sufficient for drivers with home charging and a modest weekly mileage, but many motorist will need more of a range buffer. The Long Range version delivers that, with a 64kWh battery delivering 298 miles of official range (dropping to 288 in Trophy form).

That’s more than any Leapmotor B10, Ford Puma Gen-E and Smart #1 offers. But it’s still a long-way short of any Renault Scenic E-Tech, along with the long-range variants of the Kia EV3 and Skoda Elroq.

It’s a shame, because MG puts a bigger battery in the older MG 4 for an Extended Range version. If the S5 had similar it could really challenge the generally pricier establishment.

It’s also a pity that MG didn’t bother offering a heat pump in any version of the S5 EV – even as an option. That could mean using the heating during winter has a more detrimental effect on range than it otherwise would.

Range on a charge (WLTP figures)

• MG S5 EV SE Standard Range: 211 miles
• MG S5 EV SE Long Range: 298 miles
• MG S5 EV Trophy: 288 miles

The S5’s peak rapid charging speeds aren’t remarkable on paper, but because its battery sizes are smaller than some of the competition waiting times are competitive.

The Standard Range version’s maximum DC charge rate of 120kW is better than lots of small SUVs, but average at best by family SUV standards. Still, an expected 10-80% charge time (in ideal conditions) of 26 minutes isn’t bad at all.

You’ll be waiting five minutes longer to achieve the same charge level in the Long Range version, despite an increase in its quoted peak speed to 139kW.

One disappointment that’s a real pity even at the S5’s price is the lack of three-phase AC charging capability. Although it’ll still charge fine on a typical 7KW home wallbox, it can’t take advantage of faster 11kW destination chargers like pretty much every rival can.

Every MG S5 comes with Vehicle-to-Load technology, allowing you to power household appliances or other equipment via the car’s battery at up to 3.3kW.

Charging speeds

(Figures from EV Database)

• 7kW charging: 8hr 30 mins (Standard Range) / 11hr 15 mins (Long Range)
• 11kW charging: N/A
• 50kW rapid charger (10 to 80% charge): 52 mins / 69 mins
• 150kW+ rapid charger (10 to 80% charge): 26 mins / 31 mins

How much does the MG S5 EV cost to insure?

The MG S5 sits in slightly higher insurance groups than some of its rivals, but shouldn’t break the bank for the average motorist. The entry-level SE is the one to go for if insurance costs are a priority, sitting in group 29.

Both Long Range variants of the S5 sit in group 34. By comparison, a Skoda Elroq is a few groups lower spec-for-spec, while the Leapmotor B10 is roughly on a par.