MG

Single motor RWD standard. 170hp SE Standard. 204hp SE Long Range. Dual motor AWD XPOWER 435hp. 51kWh 64kWh 77kWh battery options. 350km to 520km WLTP range. 140kW DC fast charging. 80% 26 minutes 64kWh. 0-100 km/h 3.8 seconds XPOWER. 4287mm length. 2705mm wheelbase. 1655kg curb weight Long Range. Five-seat hatchback. MSP Modular Scalable Platform. Chinese manufacturing SAIC. RWD architecture unique segment. Affordable EV positioning. European market success. Value proposition excellent. Technology features generous. LFP battery chemistry standard range. NMC battery long range.

Single electric motor. 177hp output. 280Nm torque. FWD front-wheel drive. 72.6kWh battery pack Long Range. 440km WLTP range. 76kW DC fast charging. 80% 61 minutes. 0-100 km/h 8.2 seconds. 175km/h top speed. 4323mm length. 2581mm wheelbase. 1564kg curb weight. Five-seat SUV. MG Pilot safety systems. 10.1-inch touchscreen. Apple CarPlay Android Auto. Affordable electric SUV. Chinese manufacturing SAIC. European market competitive. Value proposition strong. Family EV accessible. SUV practicality. Electric efficiency.

Dual motor AWD available. 510hp Trophy variant. 725Nm torque. Single motor RWD 340hp. 77kWh battery pack. 443km WLTP range. 150kW DC fast charging. 0-100 km/h 3.2 seconds Trophy. 200km/h top speed. 4535mm length. 2690mm wheelbase. 1985kg curb weight. Two-seat roadster. Retractable soft top. Scissor doors dramatic. MG heritage sports car. Classic MGB tribute styling. Chinese manufacturing SAIC. British heritage Chinese ownership. Electric sports car renaissance. Affordable roadster segment. Performance EV accessible.

The charismatic pushrod four that powered the iconic MG T-Series and defined the classic British sports car sound. This 1,250cc OHV inline-four featured a cast-iron block and head with side-draft carburetion and distinctive exhaust note. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in three main bearings. The intake system used twin SU H4 carburetors with individual intake manifolds, while the exhaust featured a cast-iron manifold with single pipe. With 7.4:1 compression and a 5,200 RPM redline, it produced 54 hp at 5,200 RPM and 64 lb-ft at 2,600 RPM. The cooling system used a belt-driven water pump with thermosiphon circulation, while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's distinctive exhaust bark, simple mechanical design, and willingness to rev made it the perfect powerplant for the lightweight T-Series roadsters.

The rugged pushrod four that powered the legendary MGB for nearly two decades. This 1,798cc OHV inline-four featured a cast-iron block and head with five main bearing crankshaft for improved smoothness. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a forged unit running in five main bearings. The intake system used twin SU HS4 carburetors with individual intake manifolds, while the exhaust featured a cast-iron manifold with single pipe. With 8.8:1 compression and a 5,500 RPM redline, it produced 95 hp at 5,400 RPM and 110 lb-ft at 3,000 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's robust construction, tractable torque curve, and distinctive induction noise made it the heart of one of the most successful sports cars in history.

The smooth inline-six that powered the MGC and represented MG's brief foray into six-cylinder performance. This 2,912cc OHV inline-six featured a cast-iron block and head with seven main bearings for exceptional smoothness. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a forged unit running in seven main bearings. The intake system used twin SU HS6 carburetors with individual intake manifolds, while the exhaust featured a cast-iron manifold with dual pipes. With 9.0:1 compression and a 5,250 RPM redline, it produced 145 hp at 5,250 RPM and 170 lb-ft at 3,400 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. Though heavier than the B-Series four, this engine's turbine-like smoothness and torque-rich character gave the MGC a distinctive grand touring personality.

The sophisticated sixteen-valve four that powered the MG Metro 6R4 rally car and represented MG's competition peak. This 1,398cc SOHC inline-four featured an aluminum head with sixteen valves and belt-driven single overhead camshaft. The valve train used the single camshaft operating sixteen valves via rockers, while the crankshaft was a forged unit running in five main bearings. The intake system used fuel injection with individual throttle bodies, while the exhaust featured a tubular header. With 11.0:1 compression and a 8,500 RPM redline, it produced 153 hp at 7,500 RPM and 108 lb-ft at 5,500 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a dry-sump design for competition use. This engine's high-revving character and sophisticated cylinder head design demonstrated MG's engineering capabilities when unleashed from production constraints.

The lightweight aluminum V8 that transformed the MGB into the MGB GT V8. This 3,528cc 90° V8 featured aluminum block and heads with wet liners, originally designed by Buick but extensively developed by Rover. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a cast unit running in five main bearings. The intake system used twin SU HS6 carburetors feeding a cast aluminum manifold, while the exhaust featured tubular headers. With 8.8:1 compression and a 5,500 RPM redline, it produced 137 hp at 5,000 RPM and 193 lb-ft at 2,900 RPM. The cooling system used a heavy-duty radiator with electric fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's light weight and massive torque transformed the MGB's character, creating one of the most desirable British sports cars of the 1970s.

The modern twin-cam sixteen-valve four that powered the MG F and represented the brand's 1990s revival. This 1,796cc DOHC inline-four featured an aluminum block and head with variable valve timing and four valves per cylinder. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a tubular header. With 10.5:1 compression and a 7,200 RPM redline, it produced 145 hp at 7,000 RPM and 128 lb-ft at 4,500 RPM. The cooling system used a mid-mounted radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's modern technology, high-revving character, and sophisticated variable valve timing made the MG F a genuine modern sports car.

The Variable Valve Control version of the K-Series that brought sophisticated valve timing to the MG F. This 1,796cc DOHC inline-four featured Rover's Variable Valve Control system that provided continuously variable intake valve timing. The valve train used the VVC mechanism that could vary intake cam timing by 40 degrees, while the crankshaft was a forged unit running in five main bearings. The intake system used the variable-length intake manifold optimized for the VVC system, while the exhaust featured a low-restriction header. With 10.5:1 compression and a 7,200 RPM redline, it produced 160 hp at 6,900 RPM and 128 lb-ft at 4,500 RPM. The VVC system provided both strong low-RPM torque and high-RPM power, creating a remarkably flexible and responsive powerplant that maintained the MG F's sporting character while improving driveability.

The turbocharged version of the K-Series that powered the MG ZT and XPower models. This 1,796cc DOHC inline-four featured a Garrett T25 turbocharger with air-to-air intercooler and reinforced internals. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used the turbocharger with intercooler and electronic throttle control, while the exhaust featured a low-restriction manifold feeding the turbo. With 9.5:1 compression and a 7,000 RPM redline, it produced 160 hp at 5,500 RPM and 160 lb-ft at 2,100-4,000 RPM. The cooling system used an upgraded radiator with oil cooler for the turbocharger, while the oiling system employed a high-flow variable-displacement vane pump. This engine brought modern turbocharged performance to MG's sedan lineup while maintaining the brand's sporting heritage.

The modern diesel that powered MG's final British-built models before the brand's acquisition. This 1,796cc DOHC inline-four featured a cast-iron block with aluminum head and common-rail direct injection. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used a variable-geometry turbocharger with intercooler, while the exhaust featured a diesel particulate filter. With 18.0:1 compression and a 5,000 RPM redline, it produced 116 hp at 4,000 RPM and 206 lb-ft at 1,900 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. Though an unlikely powerplant for a sporting brand, this engine demonstrated MG's adaptation to modern market demands while maintaining driving enjoyment.

The modern turbocharged four that powers the current MG6 and represents the brand's Chinese-owned revival. This 1,498cc DOHC inline-four features an aluminum block and head with direct injection and turbocharging. The valve train uses chain-driven dual overhead camshafts with variable valve timing, while the crankshaft is a forged unit running in five main bearings. The intake system uses a single-scroll turbocharger with air-to-air intercooler, while the exhaust features an integrated manifold. With 10.0:1 compression and a 6,500 RPM redline, it produces 162 hp at 5,600 RPM and 184 lb-ft at 1,750-4,400 RPM. The cooling system uses a dual-circuit design with separate cooling for cylinder head and turbocharger, while the oiling system employs a variable-displacement vane pump. This engine represents MG's transition to modern global standards while maintaining the brand's focus on value and driving enjoyment.

The final evolution of the K-Series that powered the MG TF and represented the last British-designed MG engine. This 1,796cc DOHC inline-four featured numerous refinements over the MG F engine, including improved cooling and reliability enhancements. The valve train used belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a tuned 4-2-1 header. With 10.5:1 compression and a 7,000 RPM redline, it produced 135 hp at 6,750 RPM and 123 lb-ft at 4,500 RPM. The cooling system used the mid-mounted radiator with improved ducting, while the oiling system employed the proven variable-displacement vane pump. This engine represented the culmination of decades of MG engine development before the brand's acquisition and relocation.

The efficient naturally-aspirated four that powers the current MG3 supermini. This 1,498cc DOHC inline-four features an aluminum block and head with variable valve timing. The valve train uses chain-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft is a forged unit running in five main bearings. The intake system uses variable-length intake manifold with electronic throttle control, while the exhaust features a compact manifold. With 10.5:1 compression and a 6,500 RPM redline, it produces 104 hp at 6,000 RPM and 101 lb-ft at 4,750 RPM. The cooling system uses a front-mounted radiator with electric fan, while the oiling system employs a variable-displacement vane pump. This engine's focus on efficiency and reliability represents MG's current position in the global market as a provider of affordable, enjoyable transportation.

The all-electric powertrain that powers the current MG ZS EV and represents the brand's future direction. This system features a permanent magnet synchronous motor producing 150 hp, powered by a 44.5 kWh lithium-ion battery pack. The motor uses conventional winding technology with air cooling, while the power electronics employ silicon IGBT technology. The battery management system features basic thermal management with air cooling, while the charging system supports DC fast charging up to 50 kW. With 0-62 mph acceleration in 8.2 seconds and range of 163 miles (WLTP), this powertrain provides accessible electric mobility. The system represents MG's adaptation to the modern automotive landscape while maintaining the brand's traditional focus on value and practicality.

The advanced twin-cam four that powered the limited-production MGA Twin-Cam and represented MG's engineering ambition. This 1,788cc DOHC inline-four featured an aluminum head with hemispherical combustion chambers and twin spark plugs per cylinder. The valve train used chain-driven dual overhead camshafts with bucket tappets and shim adjustment, while the crankshaft was a forged unit running in four main bearings. The intake system used twin SU H8 carburetors with individual intake manifolds, while the exhaust featured a tubular header. With 9.9:1 compression and a 6,700 RPM redline, it produced 108 hp at 6,700 RPM and 105 lb-ft at 4,500 RPM. Though plagued by reliability issues in its time, this engine demonstrated MG's capability to produce sophisticated, high-performance powerplants that could compete with the best from Europe.

The iconic, all-synchromesh 4-speed manual that was the heart of the classic MGB and Midget. Known for its precise, mechanical shift action with a relatively short throw, this gearbox was a delight to use when in good condition. The 'rib-case' name came from the distinctive vertical ribs on the aluminum alloy casing, which added strength. It featured a direct rod-linkage to the shifter, providing positive feedback. First gear was non-synchromesh, requiring a full stop to engage. The ratios were perfectly suited to the cars' peppy four-cylinder engines, making for an involving and spirited drive that defined the classic British sports car experience. Its simplicity and robustness have made it a favorite for enthusiasts and restorers for decades.

A modern, efficient 7-speed dry dual-clutch transmission (DCT) used in global market MG models like the MG3 and MG ZS. Sourced from SAIC's extensive component portfolio, this transmission prioritizes fuel economy and reduced weight by using dry clutches. Its shift programming is calibrated for smooth, comfortable operation in urban driving, with quick shifts under normal acceleration. While its thermal capacity is lower than wet-clutch DCTs, making it less suitable for repeated hard launches, it provides a more engaging and efficient alternative to a conventional automatic or CVT in MG's affordable, volume-selling models.

The simple and efficient single-speed reduction gearbox used in MG's all-electric vehicles. As with most EVs, this transmission has no gears to shift; power from the electric motor is delivered directly to the wheels through a fixed gear ratio. This provides the instant, seamless, and quiet acceleration typical of electric vehicles. In the sporty MG4, this setup contributes to its sharp throttle response and fun-to-drive character. The lack of a multi-speed transmission reduces weight, complexity, and power loss, allowing MG to offer competitive range and performance in the budget EV segment. The driving experience is defined by smooth, silent, and immediate electric power.

The robust and precise 5-speed manual used in the final true British MG, the MG TF. This PG1 gearbox, sourced from Rover/Getrag, was a significant upgrade over the older units, featuring full synchromesh including on first gear. The shift action was notably crisp and positive, with a well-defined gate, making it one of the best features of the car. It was perfectly matched to the K-Series engine's high-revving nature and contributed to the TF's agile and engaging handling. This transmission represented the culmination of MG's classic front-engine, rear-wheel-drive sports car formula before the brand's acquisition and re-launch.

A Continuously Variable Transmission (CVT) offered in certain MG models like the HS and ZST in various global markets. This transmission is calibrated for maximum fuel efficiency and smooth, seamless power delivery, prioritizing comfort over engagement. To combat the traditional 'rubber band' effect, its programming includes simulated stepped shifts under acceleration to provide a more conventional feel. Its primary role is to offer a relaxed, easy-to-drive character for customers in the crossover segment who value comfort and low running costs above sporty dynamics.

A conventional torque-converter automatic offered in MG's SUV lineup. This transmission, sourced from SAIC's partners, provides a familiar and reliable automatic driving experience. Its calibration focuses on smooth, unobtrusive shifts that complement the comfortable ride of models like the HS. It often includes a manual mode controlled by a sequential shifter gate or paddle shifters, offering a degree of driver control. This transmission serves as a dependable and comfortable option for buyers in markets who prefer a traditional automatic over a DCT or CVT.

Founded as Morris Garages in 1924 by Cecil Kimber, MG built British sports car heritage through iconic roadsters like the MGB, classic MGA styling, and the affordable Midget that made sports car ownership accessible. The brand endured turbulent ownership through British Leyland, Rover Group, brief BMW ownership, and MG Rover independence before bankruptcy in 2005 ended UK production. SAIC Motor's 2007 acquisition brought Chinese ownership that maintained Longbridge UK heritage links while shifting primary manufacturing to China, focusing the modern brand on electric vehicles with remarkable success. The MG4 EV achieved European success through competitive value, the ZS compact SUV delivers affordable positioning, and the Cyberster sports car revival honors heritage while the British badge now carries Chinese backing. European market growth and electric future commitment drive global market expansion through competitive value propositions that resurrect a heritage brand for the modern era. MG's transformation from classic British sports car maker to Chinese-owned EV value brand seems jarring until recognizing the common thread: accessible performance and value that democratizes motoring excitement—proving that brand essence can transcend ownership and geography when core principles of affordability and driving enjoyment remain intact, even if the powertrains and manufacturing locations change completely.