If you’ve never heard the deep hum of an electric car echoing through the steep passes of the Blauberge mountains, you’re missing a rare pleasure. It was early spring when I took the brand-new MG4 XPower up there, on a chilly but bright morning, with fog still draped across the blue-grey folds of the forested hills. I had come looking for answers: could this compact, Chinese-built EV really back up its bold claim of being a true driver’s car? Was it more than just numbers on paper?
On the spec sheet, the MG4 XPower is certainly ambitious. It aims to deliver a supercar punch in a mass-market hatchback body. 435 horsepower. All-wheel drive. A 3.7-second sprint to 100 km/h. At first glance, it reads like the fever dream of a marketing team, but MG seems dead serious. They’ve even painted the brake calipers bright orange, as if to shout “Yes, we mean it.”
And so, with the sun starting to slice through the mist of the Blauberge, I found myself behind the wheel, about to discover if this car could dance as well as it promised.
A Compact Shape with a Subtle Edge
Before we get to how the XPower drives, let’s take a step back. The MG4 is a familiar silhouette on European streets by now. It’s a five-door hatchback with sharp angles and a low, almost hunkered-down stance. The XPower version adds just enough visual muscle to hint at its performance without going over the top. Subtle green paint, 18-inch Bridgestone Turanza EV tyres, and those orange calipers, these are its badges of intent.
Inside, the cabin is well-laid-out and modern, if not luxurious. The seating position is low and comfortable, giving you the impression of sitting in the car rather than on top of it. The 10-inch central touchscreen is crisp, though some quirks in the software were noticeable even on our test drive (more on that later). Space in the back is fine for adults, and the boot, at 363 to 1177 litres, is practical enough, though there’s no front trunk (frunk) to speak of.
On this morning, I threw a couple of camera bags and a backpack into the boot, grabbed a quick espresso at a roadside café near Rottach-Egern, and set course for the winding roads of the Blauberge.
The Numbers Don’t Lie
First, let’s talk raw performance. The MG4 XPower’s twin electric motors deliver a combined 320 kW (435 hp) and 600 Nm of torque. The front motor contributes 245 hp, while the rear adds 462 hp, giving you a truly balanced all-wheel-drive setup. The battery is a 61.7 kWh lithium-ion pack, delivering a WLTP range of up to 385 km, with our real-world test returning about 331 km.
MG claims a 0–100 km/h time of 3.7 seconds. I had to test that, of course. On an empty stretch of straight road climbing out of Kreuth, I stopped the car, engaged Sport mode, and mashed the accelerator.
It was almost violent. There was no lag, just an immediate, hard shove that pushed me back in the seat as the car leapt forward with a clean, silent thrust. The XPower hit 100 km/h in exactly 3.7 seconds as promised, with an addictive whoosh that makes ICE cars feel positively antique. 0–130 km/h took just 5.8 seconds, and even 0–160 km/h came up in a quick 8.8 seconds. Beyond 160, the acceleration eased noticeably as the front motor seemed to disengage, but the car still reached its stated 200 km/h top speed without drama.
The Blauberge Unveils Its Twists
Of course, any EV can accelerate in a straight line. The real test was ahead: the switchbacks and rolling curves that climb toward the Blauberge ridge. These roads are unforgiving and varied, with sharp hairpins, uneven tarmac, and fast sweepers where a car’s balance really shows.
As I climbed higher, the XPower impressed immediately with its neutral handling. The 51/49 front-rear weight distribution is ideal for a car of this type, and the chassis tuning is clearly well thought out. The ride is firm, there’s no getting around that, but never harsh. The steering is precise and well-weighted, with none of the vague, artificial feel that plagues many EVs. On fast corners, the car held its line beautifully, the all-wheel-drive system subtly shifting power to keep the XPower planted.
One particular hairpin stands out in my memory: a sharp, uphill left with broken pavement on the outside. I entered a little hot, feeling the grip start to ebb, but then the rear motor gently helped rotate the car, bringing the nose back into line. It was a delightful moment, revealing the tuning finesse that MG’s engineers have achieved here. No drama, no understeer, just fluid, controllable motion.
Even on rougher sections, the car remained composed. Body roll is minimal thanks to the torsionally stiff chassis, and the XPower manages to feel light on its feet despite tipping the scales at 1,850 kg.
Consumption, Range, and Brakes
Driving in this way, fast, enthusiastic, lots of regen braking and climbing,I was curious how the XPower would manage its battery. The result was encouraging. My test loop, covering about 155 km of spirited mountain driving, returned an average consumption of 19.5 kWh/100 km, just 4 percent above the WLTP figure. On flatter, steadier sections later in the day, I managed to bring that down to about 17.8 kWh/100 km.
With a full charge, this suggests a real-world range of around 330 km, or more if you drive more conservatively. The car supports DC fast charging up to 140 kW, meaning you can go from 10 to 80 percent in about 26 minutes, a vital feature if you plan to use the XPower for long tours.
The brakes? They’re decent, though not spectacular. Despite the eye-catching orange calipers, the actual pads are smaller than you might expect. Braking distances were fine,35.7 meters cold, 35.5 meters warm from 100 km/h, but I found the pedal feel a touch soft after repeated hard use. In normal driving, though, they were perfectly adequate.
Inside the Cockpit: A Mixed Bag
While the driving experience impressed, the cabin revealed a few niggles. The design is clean and mostly functional, with good visibility and easy-to-read instruments. The front seats are supportive and comfortable, though lumbar adjustment is lacking, an odd omission in a car of this performance level. The driver’s seat is fully electric, but the passenger seat lacks height adjustment, which drew a raised eyebrow from my co-driver.
The infotainment system is visually appealing but buggy. On our test run, Apple CarPlay worked intermittently, and at one point the display stayed black after reversing, forcing a restart. Voice recognition also struggled with German city names, surprisingly poor for a car marketed in Europe.
Climate control required diving through menus, with no dedicated hard controls. The steering wheel buttons had an inconsistent feel. All small details, but they add up, particularly when you consider that this car costs €46,990, not exactly pocket change.
The Verdict on the Mountain Roads
After a full day carving through the Blauberge, chasing horizon lines and echoing through tunnels, I parked the XPower at a lookout point near Wildbad Kreuth. The car had delivered on its promises: thrilling acceleration, precise handling, and genuinely usable range. It felt planted, quick, and fun, a real driver’s car in a segment where many EVs still feel numb.
It isn’t perfect. The software still needs polish. The cabin, while functional, lacks the refinement of some European rivals. The turning circle is large, which makes urban parking a chore. And the price is on the high side given the strong discounts on regular MG4 models.
But taken as a whole, the XPower earns its stripes. This is a genuinely entertaining EV that doesn’t fall apart when driven hard. The chassis, in particular, deserves praise, there’s more finesse here than I expected, and on the right road, the car simply shines.
Technical Specifications: MG4 XPower
To make sure everything is correct, we use technical details straight from MG’s official websites
| Specification | Value |
| Engine Type | Dual synchronous electric motors |
| Peak Power | 320 kW (435 hp) |
| Maximum Torque | 600 Nm |
| Acceleration 0–100 km/h | 3.7 seconds |
| Top Speed | 200 km/h |
| Battery Capacity | 61.7 kWh (net) |
| WLTP Range | 385 km |
| Real-world Test Range | ~331 km |
| Consumption (Test) | 19.5 kWh/100 km |
| Drive | All-wheel drive |
| Gearbox | Single-speed |
| Brakes (Front/Rear) | Discs / Discs |
| Turning Circle | 12.0–12.1 m |
| Weight | 1,850 kg |
| Boot Capacity | 363–1177 litres |
| Price (Base) | €46,990 |
| DC Charging Power | Up to 140 kW |
| Charging Time (10–80%) | ~26 minutes |
Conclusion: Worth the Climb?
Would I buy the MG4 XPower? If you’re looking for a genuinely fun-to-drive compact EV with real pace and grip, it has a lot to offer. The mountain roads of the Blauberge are not easy on any car, and this one not only kept up ,it excelled. It’s fast, confident, and capable of turning an early morning drive into a proper adventure.
Yet the software quirks, missing comfort features, and high price mean it isn’t the perfect all-rounder. Rivals like the VW ID.3 GTX are snapping at its heels, and at this price level, expectations are rightly high.
Still, if MG can iron out the software and offer the XPower at competitive street prices, they’ll have a serious winner on their hands. The car is fundamentally good, no gimmick, no empty hype. Just a well-balanced electric rocket that deserves to be driven hard.
And for me? I’d take it up the Blauberge again tomorrow, given half the chance.
Is the MG4 XPower really as fast as advertised?
Yes, in our test it achieved the claimed 0–100 km/h time of 3.7 seconds.
How is the handling of MG4 XPower?
Very good. The chassis is well tuned, the steering is precise, and the car feels balanced even on challenging mountain roads.
What about real-world range of MG4 XPower?
Expect around 330 km on mixed driving. Heavy mountain driving or winter conditions will reduce this, as with any EV.
