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?”.
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.
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.
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.
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.
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.
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.
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.
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.
