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.

MG UK

Electric Caterham Seven concept breaks cover

Gareth Herincx

3 days ago
Auto News

Caterham EV Seven

Caterham’s first electric car will make its public debut in July at the Goodwood Festival of Speed.

The EV Seven showcases a future battery electric Caterham and uses a 51kWh immersion cooled battery pack capable of up to 152kW rapid charging.

Just as importantly, the battery results in a weight increase of less than 70kg compared to the current production Seven it is based upon.

Caterham says the EV Seven to be capable of a 20-15-20 track drive cycle. In other words, it will have the ability to drive on track for 20 minutes, then recharge in 15 minutes with enough energy to drive for a further 20 minutes.

The EV Seven is being developed in partnership with Swindon Powertrain, the engine developers for the Seven JPE from the early 1990s.

“Any future EV model we produce must be true to the DNA of a Caterham: lightweight, fun-to-drive and driver focused,” said Bob Laishley, CEO of Caterham.

“We do not have plans to put EV Seven into production at this stage – it’s a test bed to see how well an EV powertrain works for our customers’ specific use cases.

“We’re doing this project with our eyes wide open so that we can learn how to deliver the specific Caterham vehicle attributes necessary for a Seven: lightweight, simple and fun to drive.

“We’re going to bring this to market at the right time, when the future generation of battery technology allows it, and that’s why now is the time for us to trial the concept.”

EV Seven Specification

Vehicle Caterham EV Seven
Motor Bespoke Swindon HPDE E Axle
Transmission Single-speed, two-stage reduction with bespoke ratio
Final Drive Limited slip differential
Battery 51kWh (40kWh usable) – Immersion cooled battery
Charging Up to 152Kw DC fast charge
Chassis Large chassis
Dimensions (L: 3,350mm, W: 1,685mm, H: 1,115mm)
Max Power (bhp / rpm) 240bhp @ 9,000rpm
Max Torque (Nm / rpm) 250Nm @ 0rpm
Weight <700 kg
Performance (0 – 60 mph) 4.0 seconds (estimated)
Power-To-Weight ~ 340 bhp-per-tonne
Top Speed 130 mph (estimated)
Suspension Bilstein adjustable (from 420 Cup)
Wheels 13” Apollo Black Alloy (6” front and 8” rear)
Tyres Avon ZZR
Brakes Ventilated discs with quad-piston calipers
Steering Rack and pinion, 1.93 turns lock-to-lock

Check Also


Motoring myths - SEAT Cars

UK’s top five motoring myths

Spanish car brand SEAT has identified the top five most common driving myths. According to …

Meet the MG Cyberster EV sports car

Gareth Herincx

2 days ago
Auto News

MG Cyberster EV sports car

The all-new, all-electric MG Cyberster has been announced at Auto Shanghai 2023.

The exciting two-seat roadster marks a much-anticipated return to sports car production for the now Chinese-owned MG marque.

MG Cyberster EV sports car

“Our intention was to create a completely new roadster ready for a new generation of sports car drivers and which opens a bold and compelling new chapter for M,” said Carl Gotham, Advanced Design Director of the company’s Marylebone design studio in London.

“The focus for Cyberster was to create a design that was respectful of the brand’s illustrious past and to bring back that sporting bloodline, while also being absolutely clear that it should be modern and forward-facing like the MG of today, completely in-tune with the rapid transition to electric vehicles.”

MG Cyberster EV sports car

The Cyberster’s styling pays homage to much-admired roadsters from MG’s rich heritage, with its distinctive long bonnet, low nose and curvaceous surfaces, while also introducing striking new features such as its distinctive scissor doors and Kammback rear design.

“This is the perfect time to introduce an MG that completely reconnects with our performance DNA and is designed to enthral the driver on every level,” said Guy Pigounakis, MG Motor UK’s Commercial Director.

“MG is all set for an electric, sporting future and it is the perfect way to start celebrating our 100th anniversary.”

The Cyberster is expected to arrive for sale in the UK and Europe in the summer of 2024.

Check Also


Michelin Compact 'Top Up' Digital Tyre Inflator

Why motorists will waste a million litres of fuel this Easter

More than one in 10 drivers will be setting off on their Easter getaway with …

Toyota GR86 review

Toyota GR86 review

There are a handful of affordable new cars worthy of a genuine fanbase, and the sports coupe previously known as the Toyota GT86 is one of them.

At the end of the ICE age of motoring (Internal Combustion Engine), there will be a special place in heaven for this thrilling, budget buy.

Before we continue, let’s deal with the obvious question – why has the new version of the GT86 confusingly morphed into the GR86?

Toyota GR86 review

Well, Gazoo Racing is Toyota’s motorsport division and it’s recently been turning out acclaimed GR versions of the Yaris and Supra.

Now it’s the turn of the GT86, which has been re-named for its latest incarnation so that it fits in with the Gazoo Racing family of sports cars.

At first glance, the Toyota GR86 looks not unlike the old GT86. In other words, there’s a long, low bonnet and the same pert rear end with twin tailpipes. The GR86 is actually slightly lower (10mm) the wheelbase is a tad longer (5mm) and it’s lighter.

Toyota GR86 review

The reality is that it has a more aggressive stance than its predecessor, thanks to the addition of aerodynamic front air intakes and outlets, sleek side spoilers, rear wheel arch fins and a rear spoiler.

To simplify matters, there’s just one standard trim level available, and the GR86 is offered with either a manual or automatic transmission.

But don’t feel that you’ve been short-changed because the level of equipment is a marked improvement over the outgoing model, with more on-board tech and safety equipment, more power and suspension tweaks.

Toyota GR86 review

The GT86’s four-cylinder 2.0-litre petrol engine has been replaced by a larger 2.4-litre unit, giving the GR86 a 17% power boost to 231bhp. Just as importantly, there’s a claimed 22% increase in torque with the 250Nm peak now arriving at almost 3,000rpm lower down the rev range.

As a result, the 0-62mph acceleration time has been cut by more than a second to 6.3 seconds, while the top speed is now 140mph. The automatic is slightly slower, but not much (6.9 seconds/134mph).

Considering the power on tap and high enjoyment factor, it’s no gas guzzler either. Toyota claims up to 32mpg, while CO2 emissions are around 200g/km.

Toyota GR86 review

GR86 goodies include 18-inch alloy wheels, adaptive LED headlights and automatically-folding door mirrors. Inside, there’s a central 8-0-inch infotainment screen, suede and leather seat upholstery, and heated front seats.

Other tech highlights include a 7.0-inch driver’s digital display, smartphone charging, cruise control and a reversing camera, as well as safety features such as blind spot monitoring and lane-keeping assistance.

Overall, the cabin has a classier, more solid feel, but there are still a lot of hard surfaces and it’s definitely old school in terms of layout.

Toyota GR86 review

The best news is that the GR86 is essentially the same classic front-engine, rear-wheel-drive sports car that it ever was – except even better.

We tested it on the challenging Monteblanco Circuit near Seville in southern Spain, followed by an entertaining road route.

There’s plenty of space up front, but clearly the rear seats are next to useless thanks to the almost complete lack of legroom, while boot space is limited (226 litres).

Toyota GR86 review

That said, the new front sports seats are slim yet supportive, while the rear seats can be folded down to reveal a load space big enough to hold four wheels (ideal for enthusiasts driving to and from a track day).

The low-slung driving position is almost perfect, while the flat-four engine’s growl sounds the part, though many enthusiasts will disapprove because it is augmented via the audio system.

There’s noticeably more power and a much broader torque curve, making it feel quicker, while the increased body rigidity and sports-tuned suspension makes the handing more responsive and improves handling through faster corners.

The addition of grippier Michelin Pilot Sport 4s hasn’t robbed the GR86 of any its playfulness either, so there’s still scope for drifting (on track of course).

Toyota GR86 review

In a nutshell, the balance of this sports coupe is spot-on. A near-perfect blend of power, nimble steering and well-managed body control. Tremendous fun on the road and track, it generates generous amounts of driver confidence.

If I had to nit-pick, I’d say the six-speed manual gearbox is on the notchy side (a slick-shifting MX-5 is still hard to beat), but overall, it’s hard to fault – especially at the price (£29,995).

As for rivals, the obvious ones are Subaru BRZ (it was developed alongside the GT86/GR86), plus the Audi TT, BMW 2 Series and Mazda MX-5 RF.

Now for the bad news. The entire two-year allocation of GR86 coupes has already sold out. And because of forthcoming changes to European safety regulations, this car will only be sold for two years before being withdrawn from sale in 2024.

Verdict: Toyota has pulled off a masterstroke with the new GR86, retaining the outgoing GT86’s fun-to-drive character, but also successfully improving it where it matters. More power, more torque, a classier interior and sharper handing only add to the magic. Enjoy the Toyota GR86 – an affordable, living legend.

Toyota UK