MG Cyberster GT review

MG Cyberster GT review

We spend a memorable week with the MG Cyberster – the only all-electric roadster on the UK market…

If cars were chosen purely for kerb appeal, then MG is onto a winner with the stunning Cyberster.

I was loaned a Cyberster for a week and I can’t remember the last time a test car garnered so many compliments and questions.

Whether it’s a thumbs up from fellow drivers, or people coming up to me to say how cool it looks, or simply to ask “what is it?”.

MGB and MG Cyberster at Goodwood

As things stand the Cyberster is pretty unique. Yes, Tesla is supposedly planning to launch a new Roadster soon, but for the moment, the MG is the only soft-top EV available.

It’s a big deal for the brand too (now Chinese-owned), because it’s MG’s first new two-seater since the 1990s.

Designed in London at the MG Advanced Design Centre, the Cyberster is a modern take on a sports car, yet with nods to MG’s rich history. So, there’s a long bonnet, low nose, sweeping curves and pert rear.

In fact, it’s fascinating from every angle, with hints of McLaren, Aston Martin, Jaguar and Maserati.

MG Cyberster GT review

And that’s before you open the doors, because they are scissor doors – reminiscent of a Lamborghini.

Slightly bigger than a BMW Z4, the Cyberster is a real statement of a car with an aggressive stance, yet it also manages to exude elegance.

Priced from £54,995 to £59,995, the Cyberster is available in two trim levels – Trophy and GT.

The single motor Trophy is powered by a 335bhp/350lb ft motor driving the rear wheels. The 0-62mph sprint takes just five seconds and it tops out at 121mph.

MG Cyberster GT review

However, the subject of this week’s review is the all-wheel-drive GT flagship – the most powerful production MG ever.

Power and torque rocket to 496bhp and 535lb ft, while the 0-62mph time plummets to a supercar-equalling 3.2 seconds, and the top speed is 125mph.

The downside is that the claimed range drops from 316 miles for the Trophy, to 276 miles for the GT, and kerb weight climbs 100kg to 1985kg.

Inside, first impressions are great. There’s a driver-focused, wraparound triple-screen set-up for the driver – a central 10.25-inch screen flanked by two 7.0-inch touchscreens. A fourth screen (climate control) is located in the lower centre console next to the gear selector.

MG Cyberster GT review

Unfortunately, the steering wheel obscures parts of the two outer screens, which is particularly annoying on the left, which is the sat nav. Sadly, the screens are also too small and fiddly – nor are they intuitive to use or quick to respond.

The other problem is that though the suite of safety and driver assistance tech is admirable, the pings and bongs are hugely irritating. The driver distraction warning is the worst by far.

While space is good and the overall fit and finish is classy, there is one big flaw in the design if you’re 5′ 11″ or over like me.

Unlike a regular sports car, your bum isn’t as close to the ground because there’s a battery between you and the road.

MG Cyberster GT review

This in turn means that the driving position is high for taller drivers (even with the seat at its lowest setting).

The result is that you’re peering down at the screen, which is already obscured by the steering wheel, and your head is uncomfortably close to the roof (or almost above the windscreen with the roof down).

So, I’m sad to say, the combination of the awkward driving position and unforgiving seat padding resulted in one of the most uncomfortable weeks I’ve ever spent in a test car.

Before I finish with the cabin, it is worth mentioning that there is a shelf behind the seats for small pieces of luggage, while the 249- litres boot is useful. Just in case you’re wondering, there is no front boot (frunk) like some EVs, to store charging cables.

MG Cyberster GT review

Oh, and the electric scissor doors are a slick piece of theatre, but ultimately the novelty wears off, especially if you want to enter/exit quickly.

Despite my criticism of the driving position for taller drivers, the MG Cyberster is impressive on the road.

More old-school GT than agile MX-5, it delivers effortless power and the compliant suspension set-up means it cruises well.

Even though it weighs nearly two tonnes, the Cyberster GT manages to stay flat in more challenging corners, and grip levels are strong.

MG Cyberster GT review

The steering is responsive and nicely weighted, while the Brembo brakes are effective, but require a solid pump.

The Cyberster GT only really comes unstuck when you press on and the suspension starts to struggle with the weight and height combo, pushing the car’s composure to the limit.

You can choose between the various drive modes – Comfort, Custom, Sport, Track – which tweak the level of steering assistance and throttle response.

As ever, Comfort offers the best blend of power and efficiency. Sport is fun in short bursts, but I found the ride is just too firm in this mode.

MG Cyberster GT review

Full marks to MG for adding a Super Sport button to the steering wheel (just like a Porsche), which unleashes the car’s full performance, complete with Launch Control.

The Cyberster’s 150kW maximum charging rate is a good, but not class-leading. It means you’ll need around 38 minutes to take the 77kWh battery from a 10-80% charge. Naturally, it will also charge overnight via a 7kW wallbox.

The best efficiency rating I managed during my week with the Cyberster GT was 2.9 miles per kWh, but it was mostly closer to 2.6 miles/kWh which isn’t great and probably translates into a real-world range closer to 200 miles, depending on driving style and conditions.

If you want to squeeze out more miles, you can also alter the amount of brake regen by clicking the left-hand steering wheel paddle, plus there’s a one-pedal mode.

So, ultimately the MG Cyberster GT doesn’t quite live up to its stunning looks, but it’s still a bold stab at an electric roadster, and if you’re medium height, it could be for you. Just make sure you go for a test drive.

Verdict: The stunning MG Cyberster is a real statement of a sports car, with its curvaceous styling and dramatic scissor doors. While it’s not the dynamic driver’s car that some may have been hoping for, it is fast, capable and currently the only electric two-seater roadster on the market.

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Lotus Emeya completes intensive test programme

Home / Auto News / Lotus Emeya completes intensive test programme

Gareth Herincx

1 day ago
Auto News

Lotus Emeya

The all-new Lotus Emeya has completed an extensive three-year test and development programme across 15 countries and two continents.

Cold-weather validation programme in the Arctic Circle confirms the “hyper-GT” can perform in the harshest conditions, including temperatures as low as -40 degrees Celsius.

It’s claimed the rigorous tuning and testing process ensures the Emeya drives like a true Lotus, so it’s “engaging and desirable, with safe handling so customers can maximise dynamic performance”.

Most recently, the all-electric grand tourer has been in Ivalo, Finland, around 250km inside the Arctic Circle. The three-year test and development programme took place on a variety of terrain and conditions -from the UK’s challenging B-roads to the smooth and fast-flowing German autobahn, through the highest Alpine passes and the remoteness of Inner Mongolia.

Testing also took place at race tracks such as the Nürburgring Nordschleife and at proving grounds like the high-speed loop near the southern Italian town of Nardò.

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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2023 Audi RS e-tron GT project_513/2 Debuts as Ultra-Limited Camo-Wrapped Variant

2023 Audi RS e-tron GT project_513/2

The 2023 Audi RS e-tron GT project_513/2 is a factory-built ‘prototype’ that’s limited to just 75 total units.

The 2023 Audi RS e-tron GT is already a pretty impressive entry into the performance-focused, luxury EV sedan space and a fine alternative to its Porsche Taycan brethren. With 637 horsepower on tap (using its boost feature for launches), the RS e-tron GT rockets to 60 mph in a mere 2.9 seconds and boasts its fair share of next-level tech to boot, making it the perfect vessel for someone who appreciates performance and luxury but doesn’t want to give up anything in terms of style, either. However, for those that crave a bit more of that – plus some added exclusivity – the brand new 2023 Audi RS e-tron GT project_513/2 is here to fulfill all of those needs.

The most obvious update that makes this oddly-named Audi unique is its exterior treatment, of course, as it’s the very first vehicle of any kind from the German brand to emerge from the factory wearing a camouflage graphics-skinned and wrapped exterior. This isn’t just some out-of-the-blue creation, however, as Audi is known for using camo wraps to conceal the designs of its prototypes when they’re out testing, which makes this a pretty cool idea.

2023 Audi RS e-tron GT project_513/2

In this case, that camo is comprised of the same red and black color combo used on original prototype test mules, but it also features red Audi rings at both ends for the very first time. The look is further enhanced by a set of 21-inch black aero wheels that cover ceramic brakes with red calipers, while “project_513/2” is etched in the rear quarter glass to boot.

2023 Audi RS e-tron GT project_513/2

Moving inside the cabin, the 2023 Audi RS e-tron project_513/2 continues that red and black theme with red air vents and detailing on the steering wheel, floor mats, and nappa leather honeycomb stitched seats, while the dash features carbon fiber inlays with camo graphics. The special edition name adorns the center armrest and the infotainment screen as well, just to remind occupants that they aren’t sitting in any old, regular Audi. One thing that hasn’t been upgraded is performance, but then again, the RS e-tron GT already has plenty of that on tap.

2023 Audi RS e-tron GT project_513/2

As for that odd moniker, project_513/2 is also an homage to the development process, as it’s precisely what Audi uses to name its developmental vehicles in terms of segment, generation, and body style, though that info is typically only utilized internally – another cool nod to this ages-old process.

2023 Audi RS e-tron GT project_513/2

Audi plans to build just 75 examples of this special “prototype” production model starting this spring – all for the U.S. – with a price tag of $179,900. But for anyone that’s ever dreamed of owning their own Audi test mule – or a prototype of any sort from any manufacturer – this is likely about as close as one can get, save for scouring auction sites looking for one that escaped an automaker’s crusher.

Photos: Audi

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Audi RS e-tron GT Provides a Rather Electrifying Driving Experience

2022 Audi RS e-tron GT

The 2022 Audi RS e-tron GT is remarkably similar to its Porsche twin, but with a few differences in terms of feel.

It’s only been a few months since the 2022 Audi RS e-tron GT was first revealed, stunning all of us with its drop-dead gorgeous looks and promised electrifying performance. But that’s to be expected from what is essentially a Porsche Taycan in a finely tailored suit, as much as 637 horsepower, and a claimed 0-60 time of 3.1 seconds.

Throw in a scrumptious interior, and you’ve got a rather unconventional/conventional EV for folks that don’t like the general quirkiness of EVs. And now we know what it’s like to drive, too, thanks to mega-popular YouTuber Shmee, or Tim Burton as he’s known in the real world.

2022 Audi RS e-tron GT

Burton currently owns a Taycan Turbo S, so he’s more qualified than most to provide some driving impressions of the new Audi RS e-tron GT, too. First off, he points out a few differences between the two cars. “This car drives remarkably similar to the Taycan, but the steering is different, the pedal feel is different, the sound is different,” Burton says. “In terms of driving, it’s a very welcoming car. When you get out on the open road and put your foot down, it just delivers.”

2022 Audi RS e-tron GT

As is the case with all EVs, the RS e-tron GT is certainly not light, weighing in at over 5,000 pounds. But apparently, it hides that mass well on the road. “You don’t necessarily realize that it’s quite that heavy,” Burton says. “It’s a big car, it’s a long car, but it has rear-wheel steering so it still feels quite agile and nimble on its feet.” Burton also notes that even in Dynamic mode, the steering is still pretty light, but that’s to be expected for a plush vehicle like this.

2022 Audi RS e-tron GT

What’s particularly interesting about the acceleration of the RS e-tron GT, however, is just how similar it is to the more powerful Taycan Turbo S. “This feels the same,” Burton notes. “The same kind of speed, the same kind of instant propulsion that shoves you in the back. That difficulty to lean forward when you’re on the throttle.” So what’s different? “Pretty much everything to do with the driving and your interaction from the steering feel to the feel of the throttle pedal and the brake pedal just being that touch softer,” Burton concludes.

Thus, think of the Audi RS e-tron GT as more of a commuter-friendly version of the sharper Taycan Turbo S, though one that presents few compromises in terms of performance when compared to its sportier twin.

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