So long, MG ZS EV – the MG S5 EVis the new electric kid on the block.
Gone is the slightly awkward and dated electric version of the internal-combustion ZS, effectively replaced by the S5 EV, which, aside from being much newer, has an immediate advantage: it’s built on an EV-focused platform. That immediately eliminates several packaging compromises.
It also allows the fitment of larger batteries that provide greater driving range, which is what you see in the 2026 MG S5 EV Essence 62 on test here. With 425km of claimed range, it’s right in the ballpark of other similarly sized electric SUVs.
Despite competitive pricing at the bottom of the range, the higher-spec models certainly push up the asking prices. Our tester is the most expensive S5 EV currently available, and $48,000 is a high bar to clear for the average punter.
Aside from a seemingly Audi-inspired name, is there enough merit to the S5 EV to justify the Essence’s premium?
How much does the MG S5 EV cost?
Our tester is the top-spec MG S5 EV Essence 62, priced at $47,990 before on-roads.
| Model | Drive-away pricing |
|---|---|
| 2026 MG S5 EV Excite 49 | $40,490 |
| 2026 MG S5 EV Essence 49 | $42,990 |
| 2026 MG S5 EV Excite 62 | $44,990 |
| 2026 MG S5 EV Essence 62 | $47,990 |
Almost all of the S5 EV’s rivals also come from China. Against the top-spec Essence 62 are the likes of the BYD Atto 3 Premium at $44,990 before on-roads, the Chery E5 Ultimate at $40,990 before on-roads, and the Leapmotor B10 Design at $40,888 before on-roads.
The MG is more expensive than all direct rivals, except for one from South Korea. That’s the Hyundai Kona Electric, which starts at $54,000 before on-roads.
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
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What is the MG S5 EV like on the inside?
Compared with most of MG’s earlier EVs, the S5 EV offers a cabin that looks and feels premium, with a tidy layout and more physical controls than we’re used to seeing.
While good, this is also somewhat odd. There’s very little consistency in interior design across MG Australia’s catalogue – in fact, the cabins of the MG 3, MG 7, ZS, and HS are united by only their steering wheels.
We don’t expect every car to be identical inside, because that would risk doing what Mercedes-Benz does, which makes its cars impossible to tell apart. A little more cohesion and identity would go a long way, especially when vastly different interiors (in both design and quality) are placed side by side in the showroom.
Regardless, the MG S5 arguably offers the best in a mismatched bunch. Its design is simple yet elegant, and we appreciate the choice of materials, including the suede-like centre console, the fake leather and cloth upholstery, and the metallic-look buttons and accents.
Some physical climate controls have even returned, with a sleek strip that houses a handful of dials, switches, and buttons. Granted, you still have to reach up to the bottom ribbon on the infotainment display to activate features like steering-wheel and seat heating, but it’s otherwise a welcome addition.
Measuring 12.8 inches, that infotainment screen is the cabin’s most jarring physical fitting. That’s still a high bar, and there isn’t anything fundamentally wrong with the screen itself – its placement on the dashboard just lacks the neat integration of the rest of the dashboard.
Still, its graphics are a subtle evolution of MG’s systems in recent memory, and it looks slick as a result. Its native menus and shortcuts are easy to learn, helped by the fact that its text and buttons are huge, and that there’s minimal visual clutter.
Wireless Apple CarPlay and Android Auto are also standard, which was a relief to learn after driving the wired-only ZS. That’s another display of MG’s inconsistencies, even if the ZS is much cheaper than the S5 EV.
There’s also a quick-control menu accessible by swiping down from the top of the screen, which isn’t disabled by Apple CarPlay. The ribbon down the bottom, however, is.
To the right is the 10.25-inch instrument display. A simple screen in the scheme of it all, we find it to be a case of function over form. There’s plenty of information to be flicked through using a button on the steering wheel, while there are two always-on gauges on either side for charge level and power – you don’t need anything more in an EV.
The steering wheel, meanwhile, is actually quite nice. It’s finished in perforated leather and well-proportioned, with subtle squashing at the top and bottom to look fancy without compromising usability.
Its buttons are all physical, though most are finished in piano black, and it’ll take a second to figure out how the directional toggles work, given they’re not labelled all that well. Still, at least this EV has traditional stalks on the steering column, unlike some competitors.
Otherwise, the seats are comfortable, while the upholstery design is pleasant and a little different. Being a top-spec Essence, our tester had powered driver’s seat adjustment – albeit without a position memory function. Passenger seat adjustment is manual in all models.
As for storage, there’s a lidded storage box on the centre console that houses two USB-C ports, and below is a large tray for small bags. There are also two central cupholders, a little slot for the car’s key, and a wireless charger finished in that suede-like material – phones get a bit hot here.
Additionally, you get bottle holders in the doors and a nicely sized passenger-side glovebox.
Slide into the second row, and you’ll find a decent amount of space despite the car’s small-ish body. Average-size adults will have no issue fitting back here, but we expect it to be the ideal space for growing kids and teens, given the limited middle-seat room – all passengers will find the bench seat fairly plush.
Standard amenities include a single USB-C port and air vents on the back of the centre console, while springing for the Essence adds map pockets and a fold-down centre armrest, neither of which is included on the Excite. The outboard seats also have ISOFIX child-seat anchors, along with three top-tether points.
Boot space is about as you’d expect for a car of this size, though its quoted five-seat capacity of 453 litres is larger than that of the Atto 2 at 380 litres, which is slightly smaller in general. Interestingly, the Toyota Corolla Cross is also quoted as having a capacity of 380 litres.
The floor is flat and long, providing plenty of space for cargo. There aren’t any fittings to hold items in place, so smaller items could slide into the netted cubbies on either side. You at least get a shallow enclosed area under the regular boot floor.
Access is made easier by a power tailgate complete with a kick sensor. Unfortunately, there’s no spare wheel – instead, there’s only a foam cover under the boot floor that conceals a tyre repair kit, bluntly labelled ‘TOOLS’.
Unlike many other EVs, there’s no extra storage under the bonnet.
| Dimensions | MG S5 EV Essence 62 |
|---|---|
| Length | 4476mm |
| Width | 1849mm |
| Height | 1621mm |
| Wheelbase | 2730mm |
| Cargo capacity | 453L (rear seats up) 1441L (rear seats folded) |
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
What’s under the bonnet?
The MG S5 EV features a single-motor rear-wheel drive powertrain, with peak outputs quoted at 125kW of power and 250Nm of torque. Energy is supplied by a 62kWh lithium-ion battery, which provides a claimed WLTP range of 425km.
| Specifications | MG S5 EV Essence 62 |
|---|---|
| Drivetrain | Single-motor electric |
| Battery | 62kWh LFP |
| Peak power | 125kW |
| Peak torque | 250Nm |
| Drive type | Rear-wheel drive |
| Tare mass | 1755kg |
| 0-100km/h (claimed) | 8.6s |
| Energy consumption (claimed) | 17.1kWh/100km |
| Energy consumption (as tested) | 18.1kWh/100km |
| Claimed range (WLTP) | 425km |
| Max AC charge rate | 6.6kW |
| Max DC charge rate | 150kW (30-80% 19.3 mins) |
| Braked towing capacity | 750kg |
Our week with the S5 EV primarily involved highway commuting, contributing to our higher-than-claimed energy consumption.
Still, the car doesn’t offer an Earth-shattering driving range, even with the long-range version. For context, the MG S5 EV’s smaller 49kWh battery provides a claimed WLTP range of just 340km.
For further context, the BYD Atto 2 has a WLTP claim of 345km.
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
How does the MG S5 EV drive?
You may have read other reviews of the MG S5 EV that compare its driving behaviour to the MG 4. After having spent some time behind the wheel of the former, I believe those writers were correct to do so.
In the case of the MG 4, its rear-wheel drive powertrain sets it apart from its direct rivals. It isn’t a sports car, but it feels more agile than most front-drive EVs, which makes it more interesting to drive day to day.
A lot of that carries over to the S5 EV. It’s rear-drive too, and while less planted than the MG 4 on account of its jacked-up ride height, some of that subtle playfulness is fortunately still evident.
If you turn up the wick, it’ll surprise you with its cornering dynamics. It’s capable of holding its own much better than many rivals, almost entirely due to the fact that power is sent to the rear wheels – torque steer isn’t something you’ll have to worry about.
Now, we understand that isn’t important to most buyers in this segment, and it seems MG does too. The S5 EV’s power and torque outputs are therefore modest at best, and the performance on tap is undeniably tame.
But the MG S5 EV is better for it. It doesn’t feel sluggish on account of its instant EV torque, and there’s still an appropriate amount of power if you need to get up to speed quickly.
That makes it unintimidating and easy to adapt to. It all culminates in a fairly analogue experience – despite the clear contradiction between that impression and the car’s electric propulsion – which should appeal to both people who like to drive and those for whom a car is just a means of transport.
That’s aided by good steering, which strikes a balance between communication, weight, and manoeuvrability. It doesn’t feel ‘lumpy’ when working through the steering lock like some of the competition can, which makes it feel all the more solid.
As for the suspension, we find it has a vaguely European quality. The ride is compliant on Australian roads without feeling floppy, while there’s a firm edge that provides confidence-inspiring body control.
It’s simply a well-considered package, and one that becomes slightly more sprightly when switched to its sport drive mode. We should also mention the brakes, which feel like… well, brakes. There’s no noticeable switch between regenerative and friction braking during pedal travel, which again makes the S5 EV less intimidating.
Some competitor cars have brake pedals that are too spongy or wooden-feeling, so it’s good that the MG feels pretty much normal. Of course, you can also adjust regen braking strength with relative ease, and there’s even a one-pedal setting for those so inclined.
There are still some characteristic safety-related gripes, such as beeps and bongs from the driver monitor and speed limit warning. This isn’t surprising given MG’s track record, but it is relieving to find shortcuts to disable them are conveniently located in a swipe-down menu on the infotainment display.
You’ll still have to disable everything every time you get in the car, though.
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Otherwise, the S5 EV offers a reasonably well-calibrated adaptive cruise system, which does a fine job of matching and reacting to traffic. Its lane-centring function is a little less reliable, as it doesn’t feel as confident when steering to follow the lane.
At least cabin refinement is decent, and you’ll be able to have a conversation with your passengers without being interrupted by road or wind noise.
Fundamentally, though, modern EVs are really only as strong as their driving range. With 425km claimed, the MG S5 EV (62kWh models) is just about acceptable when you consider the competition, much of which offers nearly identical figures. The 77kWh option in the MG 4 would be a beaut, though.
It doesn’t change the fact that this is still likely better suited to the urban world, but there should still be enough in the anecdotal tank for semi-frequent regional outings.
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
What do you get?
The 2026 MG S5 EV is available in two trim levels.
2026 MG S5 EV Excite equipment highlights:
- 17-inch alloy wheels with ‘low wind resistance wheel caps’
- Tyre repair kit
- Automatic LED headlights
- LED tail lights
- Power-adjustable heated side mirrors
- Roof rails
- Polyurethane steering wheel
- Cloth upholstery
- 6-way manually adjustable driver’s seat
- 4-way manually adjustable passenger seat
- 10.25-inch digital instrument display
- 12.8-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- Bluetooth
- Satellite navigation
- DAB+ digital radio
- 2 x front USB-C ports
- 1 x rear USB-C port
- 4-speaker sound system
- Single-zone climate control
- Keyless entry
MG S5 EV Essence adds:
- 18-inch alloy wheels with ‘low wind resistance wheel caps’
- Rain-sensing wipers
- Power-folding side mirrors
- Rear privacy glass
- Leather-wrapped steering wheel
- Heated steering wheel
- Heated front seats
- PVC and cloth upholstery
- 6-way power-adjustable driver’s seat with lumbar
- Voice control
- Wireless phone charger
- Online entertainment services, incl:
- 6-speaker sound system
- Power tailgate with kick sensor
- Electric panoramic sunroof
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
Is the MG S5 EV safe?
The MG S5 EV boasts a five-star ANCAP safety rating, based on testing conducted by Euro NCAP in 2025.
| Category | MG S5 EV |
|---|---|
| Adult occupant protection | 90 per cent |
| Child occupant protection | 86 per cent |
| Vulnerable road user protection | 82 per cent |
| Safety assist | 79 per cent |
Standard safety equipment highlights:
- 7 airbags, incl:
- Adaptive cruise control
- Autonomous emergency braking
- Blind-spot monitoring
- Driver monitoring system
- Intelligent cruise assist
- Intelligent speed limit assist
- Lane-keep assist
- Pedestrian warning sound
- Rear cross-traffic alert
- Reversing camera
- Tyre pressure monitoring
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
How much does the MG S5 EV cost to run?
MG Australia backs its range with a 10-year, 250,000km warranty, provided its vehicles are serviced on time and at an MG dealer. If not, the warranty drops to seven-year, unlimited-kilometre coverage.
| Servicing and Warranty | MG S5 EV |
|---|---|
| Warranty | 10 years, 250,000km |
| High-voltage battery warranty | 7 years, 150,000km |
| Roadside assistance | 10 years |
| Service intervals | 12 months or 25,000km |
| Capped-price servicing | 7 years |
| Average annual service cost | $331 |
| Total capped-price service cost | $2317 |
MG’s individual service costs are detailed below:
| Service | Price |
|---|---|
| 12 months, 25,000km | $206 |
| 24 months, 50,000km | $272 |
| 36 months, 75,000km | $441 |
| 48 months, 100,000km | $479 |
| 60 months, 125,000km | $206 |
| 72 months, 150,000km | $507 |
| 84 months, 175,000km | $206 |
For comparison, the BYD Atto 3 will cost $2291 to service over seven years, averaging $327.29 annually. Like MG, Chery offers seven years of capped-price servicing for the E5, totalling $1901.34 at an average of $271.62 per year.
Hyundai outlines 16 years of service pricing for the Kona Electric, which has longer 24-month, 30,000km intervals. Over eight years, it’ll cost a total of $2722 to service, or an average of $680.50 every two years.
To see how the MG S5 EV stacks up against its rivals, use our comparison tool
CarExpert’s Take on the MG S5 EV Essence 62
The MG S5 EV is a solid car in the scheme of MG, and the Essence 62 we drove is arguably the best it gets. That’s a bit of a shame, though.
It’s strong for its increased driving range over its base-spec counterpart, which is competitive against the competition. It also drives well, has a well-considered interior, and is an all-around pleasant car to live with once you’ve ingrained the safety nannies switch-off into your start-up procedure.
But $48,000 is a bit much to spend on all of that, especially for an SUV that isn’t all that big, electric or not. You’d still get by without all of this equipment if you went for the Excite instead, but the 62kWh models are far preferable in any case.
We feel $45,000 is more reasonable for the Excite 62, but there’s still a strange imbalance between standard equipment and price, and you wouldn’t want to be dealing with a plastic steering wheel all the time. That car is still likely the better deal if you’re looking at it only from a value perspective.
Still, the S5 EV turns out to be quite a good urban-focused commuter, and the driving experience alone makes it well worth considering over much of the competition.
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