Ford E-Transit vs MG MG4 Urban

What's the difference?

Wow. This is state-of-the-art EV van engineering – complete with sporty handling and an excellent ride – yet it maintains all the usual Transit attributes.

The Tesla of electric vans? Maybe.

The only thing remains is pricing and how the E-Transit Custom behaves and drives on Australian roads… and we’ll have the answer to those by the end of this year.

But as it stands, Ford's European mid-sized van is keeping the innovative spirit of the original alive.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The MG4 Urban is not only the right car at the right time, perfectly catering to buyers looking to avoid rising petrol prices, it’s also a welcome return-to-form for MG as a brand.

MG is seemingly at its best when it sticks to small cars. It has traditionally excelled with the MG3 and ZS, smaller, more affordable products that keep expectations in check and can win over customers looking for the best bang-for-their-buck rather than simply the best car.

That’s not to say the MG4 Urban isn’t a good car. It offers tremendous value for money, excellent interior space and drives nicely, so anyone who has been considering making the switch to an EV should seriously consider this new arrival.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

It may look like the old Transit Custom but the new one has been completely redesigned and rides on an all-new platform.

It’s more aero efficient and the wheelbase has been stretched with the front wheels pulled forward to liberate more leg and foot room.

The roof remains under 2.1-metres high for easier car park clearance, but there’s more space inside due to a lower floor that’s aided by new side steps. This, along with wider side apertures, make for easier loading and unloading.

The E-Transit’s traction battery is integrated into the lower-floor structure, adding significant rigidity as well as a lower centre of gravity, benefitting dynamics and control, as does the switch to an independent rear suspension set-up that conversely improves packaging.

Key cargo-capacity facts are: 3450mm (maximum load length), 6.8 cubic metres (Standard Roof load volume), 9.0 cubic metres (High Roof load volume, up to 1011kg (payload), 3225kg (Gross Vehicle Mass) and 2300kg (maximum braked towing capacity).

More info pertaining to the Australian-market E-Transit Custom will be revealed later in 2024.

MG says the design inspiration for the MG4 Urban came from the $100,000 Cyberster. While there are certainly a lot of differences between that roadster and this hatchback, the air-intakes and wheel design are indeed very similar. And I guess the badge is the same too, so there’s that…

But, comparing it to the Cyberster misses the point. What makes the MG4 Urban’s design more interesting is the bits you can’t see. While it shares the same name as the MG4 Hatch, this car has almost nothing in common with it. That’s because this new MG4 Urban is based on the brand’s newer EV underpinnings that debuted on the MGS5 EV.

That means the MG4 Urban is front-wheel drive, whereas the hatch is rear-wheel drive, and because of the way the battery is integrated into the chassis, it creates not only a bigger hatchback but also one with a different shape.

The Urban is more ‘cab forward’ (to use design parlance) meaning a shorter bonnet, which creates more cabin room. It also means there is more boot space because the powertrain is located up front.

MG does a good job with cabin presentation too. It’s another step forward for the brand, improving the overall level of fit and finish from its earlier models, to create a cabin that looks modern and doesn’t feel like it has been built to a price.

It isn’t just parcels and packages that benefit from all the engineering advances made in the new-gen Transit Custom.

Big doors open to a new, lower and larger cabin. With the front wheels pushed forward, it’s flatter, with more space for three-abreast seating. And, now, the driver enjoys better cross-cabin access right to the opposite door with fewer obstacles.

To aid entry and egress due to its flat base, the E-Transit Custom scores a “squircle” (squarish) steering wheel. It’s one of the few visual distinctions in an otherwise fairly mundane, though well-made, interior. Material quality is of the hardy but pleasant variety.

Our test van was the optional Sport model as-yet not confirmed for the EV (though it’s coming for the diesel), with darker hues, upholstery stripes and a few more luxury features.

Australian-bound E-Transit Customs will be closer to the European Trend spec, which we factored in strongly when assessing the electrified newcomer.

Both grades sampled included Ford’s optional ‘Mobile Office’ that will be made available in Australia. Among other things, it provides a three-position wheel, from the regular position to roughly 45- and 90-degree angles.

The thinking here is for drivers to respectively either rest a laptop or have an in-situ table – complete with a squircle-shaped tray – tilt all the way forward for meal times. A lockout device prevents vehicle operation in anything but the home position.

Handy, though note that two of the three vans we drove with this feature had a rattly wheel in the normal driving position. Ford promises a fix for production is coming.

Other Mobile Office additions include various mounting points for accessories.

The driving position is 4WD-high, with the vast windscreen and very deep side windows providing panoramic views. Because of the rear bulkhead behind the seats, a camera-fied rear-vision mirror, along with the sizeable exterior mirrors, provide sufficient side/rear vision.

The driver’s seat is supportive and comfy if not that shapely, and it seems more fully padded than the flimsy cushions of the (narrower) centre and passenger seats.

The latter both hinge forward to reveal a massive storage cavity (ideal for charging cables) as well as the load-through hatch as per the previous-gen Transit where fitted.

Speaking of storage, Ford’s engineers have repositioned the passenger front airbag from its traditional dashtop home to above the windscreen header, liberating a second glove box fit for housing laptops.

The dashboard’s 13-inch touchscreen is perfectly sized and driver-angled. It uses Ford’s excellent SYNC 4 multimedia system, is powered by a 5G modem for OTA software updates for around 30 modules, and is functional, fast and intuitive. It also comes with Alexa voice commands.

Ample ventilation, big grab handles, massive door pockets for bottles, additional storage areas including behind the configurable digital instrumentation pod, several cupholders, USB-A and -C outlets near shelving areas for minimal cable entanglements, plenty of LED light sources and an armrest/tray, highlight Ford’s many decades of experience building mid-sized vans.

On the launch drive's smooth German roads, wind and road noise intrusion were impressively subdued for a van (especially so given the quiet e-motor operation compared to the clatter of a diesel), though the large frontal area means at speed you won’t mistake this for a luxury EV.

Still, being roomy yet cosy, practical yet thoughtfully presented and solidly built without feeling cheap, the E-Transit Custom's cabin is right on the money – a secure and inviting workhorse first and foremost.

Keep in mind, too, that the cargo area will likely include Ford’s 'Load Area Protection Kit', bringing a moulded load floor liner and protection for the sides and rear doors. Because, this is a workhorse, after all.

As I just mentioned, the cabin is bigger than the other MG4, which creates good space in both seating rows. 

Up front they’ve placed the gear selector on the steering column to create space for more storage in the centre of the car. That means there’s plenty of shelves, cubbies and cup holders to take care of your small (and not so small) items, spread across the cabin.

As for the boot, the switch to a front motor and a smaller rear suspension means a 382-litre boot with all seats up and 1266L if you drop the back seats. Plus there’s a 98L underfloor storage spot, in place of a spare wheel (with a puncture repair kit included instead).

The design of the key controls are simple and easy to use, with a digital display for the instruments ahead of the driver and a 12.8-inch multimedia screen in the centre of the dashboard.

Navigating the menus is relatively straightforward but in a victory for user-friendliness, MG has listened to feedback (and incoming Chinese government regulations) and added some physical controls. There are buttons and a dial for the air-conditioning system and a volume knob for the sound system.

MG made its reputation in Australia by selling some of the most-affordable models on the market, filling the hole left by mainstream brands like Toyota, Hyundai and Mazda as they increased the entry-level prices in their respective line-ups. Something MG itself tried with the HS, QS and U9, as it expanded beyond the once-popular MG3, MG5 and ZS.

The MG4 Urban is a return to form in that sense for MG, with this new small car starting at just $31,990 drive-away. For context, the MG4 Hatch starts at $37,990 drive-away, so this is a much cheaper proposition. That starting price is for the MG4 Urban Standard Range, the Extended Range variant is priced from $34,990 drive-away.

That pricing does not feel accidental from MG Australia, despite what they may suggest when pressed. That’s because the new BYD Atto 2, the direct rival to the Urban, starts at $31,990 plus on-road costs. Even so, BYD has the last laugh, because it offers both the BYD Atto 1, which starts at $23,990, and the Dolphin, which is priced from $29,990 - to undercut the MG4 Urban, even if neither are considered direct competitors.

In terms of specification, both the Standard Range and Extended Range have the same equipment with the exception of the obvious - a bigger battery, and more power from the motor.

Standard equipment highlights include 17-inch alloy wheels, LED headlights and tail-lights, a leather-wrapped steering wheel, PVC seat upholstery, heated front seats, Bluetooth connectivity with wireless Apple CarPlay and Android Auto, in-built navigation and a six-speaker stereo.

Mated to a large battery pack sharing tech with the Ford F-150 Lightning truck, the E-Transit Custom's single, front-mounted electric motor delivers 160kW of power and 415Nm of torque to the rear wheels via a single-speed auto.

As usual, 'Eco', 'Normal' and 'Sport' modes are included to suit the driver’s mood.

One of the reasons Australia won't bother with the 100kW version is its electronically-limited 117km/h top speed; the 160kW can manage all of 133km/h.

Keeping all that performance in check are a strut/leaf spring arrangement up front and a semi-trailing arm independent rear suspension borrowed from its larger sibling.

Full technical specifications will be revealed closer to the E-Transit Custom’s local launch at the end of this year.

The MG4 Urban Standard Range is powered by a 110kW/250Nm electric motor that drives the front-wheels via a single-speed transmission. The Extended Range has slightly more performance, 118kW and 250Nm, but aside from that they are the same motor.

Ford's official energy consumption figure for the E-Transit Custom is 21.8kWh/100km and the trip computer in our Sport grade test vehicle read 21.6kWh/100km, which is about on the money for this size of van.

With the 64kWh Nickel Cobalt Manganese battery pack that’s 'shrink-wrapped' low down under the load area to help achieve that low floor, the WLTP range figure is 308km for the 160kW (and 337km for the 100kW E-Transit Custom Australia is likely to miss out on).

Ford reckons these numbers are roughly four times the average-daily mileage for van drivers in Europe.

Brake-by-wire regenerative-braking tech allows for one-pedal braking, which in turn helps recharge the battery pack. If you lash out for a big 11kW Wallbox accessory, the standard 11kW AC on-board charge allows a full overnight top-up.

As the E-Transit has a 124kW DC fast-charge capacity, a high-capacity station can replenish the battery from 10-80 per cent full in under 45 minutes.

The biggest difference between the two MG4 Urban variants is the battery. The Standard Range has a 43kWh battery good for 316km of driving between charging, while the Extended Range gets a bigger 54kWh battery to make it capable of up to 405km.

We didn’t drive the car long enough to get a clear indication of real-world efficiency and range, but it performed well during our drive in suburban Sydney. The steady stop-start traffic gave the battery its best chance to perform well and the early indications are its range is close to claim, at least under the right circumstances. We’ll have to reserve definitive judgement until we’ve had a longer test drive.

What MG was very keen to highlight are the cost savings of buying an EV at a time of sky-high petrol prices. The company made a point that using off-peak electricity, which can be had for just 6c per kW from certain providers, means you can replenish the battery of the MG4 Urban Standard for just $3.44. 

For every one of its four generations since 1965, the Transit has set the pace for driveability, as if Ford of Europe was determined to stamp its dynamic authority in the commercial vehicle space.

The original broke the van mould by being far more car-like than any that came before, offering the availability of a powerful engine, responsive steering and safe handling.

That the E-Transit Custom maintains the philosophy is no surprise; that it ended up being so fresh and rewarding to drive – albeit on German roads carefully chosen by Ford – should be a warning for rivals to raise their standards.

Let’s start with the lofty yet cocooning driver environment, which immediately sets you at ease and in the mood. Nothing awkward or uncomfortable to report here.

Shift the natty little column wand into D, and the instant throttle response of a good EV seems slightly too good to be true in what is a boxy workhorse. Acceleration is urgent yet smooth, humming away as the speed builds in a big yet measured way.

That’s all good and well, but given the sheer mass of this mid-sized van, the second big test is how measured and controlled the handling is, especially at speed.

Again, there’s ample feel from the squircle wheel, as the E-Transit tips crisply into corners, glides through fast curves and generally maintains its composure when turning up the pace.

Credit, no doubt, to the new trailing link independent rear suspension system, which must take a lot of the credit in making the Ford van handle so confidently.

It also does a great job absorbing bumps and isolating the occupants from the road surface underneath.

We tried the standard Trend-spec 15-inch wheeled version, as well as the 17-inch Sport version, which does have a slightly firmer edge, but then seems ever keener through corners.

One of the E-Transit Custom’s true achievements is that – with no diesel engine to drown other noises out – the lack of wind, road and tyre noise intrusion is just so relaxing. Its refinement and ability to combat fatigue augers well for EV van drivers of the future.

Again, keep in mind that we’re on slick Euro roads in specially-prepared launch vehicles, equipped with ballast in the back to emulate a load (and hunker down the rear).

Ultimately, the true test will come when behind the wheel of the E-Transit in Australia. But, our first drive revealed what is surely the most modern and enjoyable van we’ve yet to experience: fast, fun, secure and comfortable.

What really stood out about the MG4 Hatch is its rear-motor, rear-wheel-drive layout, which made it a very dynamic and almost sporty car. In my 2023 review I called it “a genuinely enjoyable small car to drive".

The MG4 Urban doesn’t quite leave the same impression. Again, we had only a brief and (appropriately) urban test drive around Sydney’s beachside suburbs, but the MG4 Urban proved competent rather than commendable.

But, let’s be honest, unless you’re looking for driving thrills in the wrong place (affordable, city-focused hatchbacks) the MG4 Urban does the job it is required to do. It’s as nice as any other mainstream hatch to drive from Point A to Point B.

The ride could be a little softer and more compliant, with the suspension feeling too firm at times, but with its electric motor it’s a quiet and relaxed driving experience. The electric motor provides adequate performance too, certainly more torque in less time than you’ll get in a petrol-powered hatch.

Curiously, MG Australia executives said the MG4 Urban was locally evaluated and tuned but could only offer a vague mention of ‘holistic’ changes to better suit it to local conditions, rather than pointing to any specific Australia-developed changes to the suspension, steering or powertrain.

It may be small and cheap, but that doesn’t mean MG has cut corners on safety. The MG4 Urban comes equipped with the MG Pilot and a suite of active safety features, including adaptive cruise control, autonomous emergency braking, lane keep assist, blind spot monitoring, driver attention monitoring and speed limit notification.

The latter two are the most evident, as they provide a steady soundtrack of beeps as you drive along. Take your eyes off the road for more than a few seconds as the driver attention system fires up, while the speed sign recognition gets busy in Australia’s ever-changing speed limits.

While MG has undoubtedly improved the sensitivity of some of these systems compared to other models, they are still more active than rival products. Perhaps more concerning, the speed limit recognition repeatedly beeped to tell me I was in a ‘25km/h’ zone, which is simply not a recognised speed limit on Sydney roads.

Like so many other brands, MG needs to further refine these active safety systems in order to make the driving experience more relaxed and less distracting.

MG says the MG4 Urban has secured a five-star rating from Euro NCAP, which is expected to be carried over by ANCAP. 

As with all Fords, a five-year/unlimited-kilometre warranty with (a conditional) seven years of roadside assistance is anticipated. All high-voltage components including the battery are subject to an eight-year/160,000km warranty.

With dramatically fewer moving parts, Ford reckons operating costs can be reduced by up to 40 per cent compared to the diesel-powered Transit Custom equivalent with service intervals likely to match its big EV bro’s at 12 months/30,000km.

The time-saving convenience this brings is one way Ford reckons helps to justify the circa-30 per cent premium the EV commands.

Note, though, that these figures are based on European data and may take in regional EV subsidies and incentives not available in Australia.

Expect capped-price servicing to be another incentive.

All that info and more will drop closer to the EV’s launch closer to the end of this year.

The MG4 Urban is covered by the brand’s 10-year/250,000km warranty, as long as you service it at an official MG service centre. If you don’t get your car serviced with the company directly, your warranty reverts to seven-year/unlimited km coverage.

Servicing intervals are every 12 months or 25,000km and will cost you $1366 over the first five years. The cheapest visit is just $149 but the major service, after four years, is a pricey $472, which does push against the idea that EVs are cheaper to service due to less moving parts.