Foton T5 vs MG Mg7

What's the difference?

The T5 EV would be best suited to short-haul city and suburban tasks, with daily back-to-base operations ensuring the convenient and dependable charging infrastructure required (compared to the lottery of public charging). Given Foton’s claim of upfront and operational cost reductions, the T5 EV could be what some commercial fleet managers are looking for. 

In a world obsessed with SUVs and electric powertrains, a mid-size petrol sedan almost feels rebellious. But the MG7 kind of is. A sleek fastback with a turbocharged engine, a sporty edge and a price that makes you look twice - it’s a compelling combination. There are some drawbacks for families in efficiency and back-seat practicality but it's not a bad offering for those wanting something a bit more fun than an SUV.

The T5 EV has a 3360mm wheelbase and steel ladder-frame chassis, with a leaf-spring solid front axle, leaf-spring rear axle and rear-wheel drive. Braking is by front discs and rear drums.

Its 81.14kWh of energy capacity is provided by two 60Ah lithium-ion batteries, one on each side, mounted in long parallel cradles. Drivetrain maintenance items, including motor and battery cooling systems, are accessed by unlocking and tilting the hinged cab forward.

The cab offers sufficient head, shoulder and legroom for up to three occupants, including tall people in the often-compromised centre seat. However, the centre seat is only equipped with a lap-belt.

The MG7 is genuinely good looking. The fastback roofline gives it a sleek silhouette, and there’s a confidence to the way it carries itself.

The blacked-out badging, quad exhaust outlets, 19-inch Michelin tyres and red brake calipers all lean into that sporty brief. It looks fast standing still. The frameless doors are a nice touch, and the retractable rear spoiler adds a bit of theatre and fun.

Inside, the cabin follows through on that upmarket intent. Deep burgundy leather and synthetic suede are used generously throughout, giving it a sumptuous feel. Although, my husband joked that he wouldn't be able to drive it during State of Origin... sorry, Queenslanders!

There’s less reliance on piano black trim, which I appreciate as it scuffs easily, and most surfaces look well-finished. The integrated headrests up front give the illusion of proper sports seats but I do wonder if the interior would pop half as well if it was finished in the optional black.

The dashboard is dominated by a wide digital display incorporating a 10.25-inch instrument cluster and a 12.3-inch media screen. The panoramic sunroof helps keep things light and airy, and while there aren’t many physical buttons or dials, which is usually a gripe of mine, the overall execution feels cohesive and premium for the price point.

With a maximum claimed kerb weight of 2500kg, the T5 EV has a 2000kg payload rating for car licence operation and up to 3500kg for drivers with a Light Rigid truck licence (these payloads include the weight of service bodies).

Its 8000kg GCM (how much it can legally carry and tow at the same time) means car licence drivers can tow up to 3500kg of braked trailer while carrying its maximum payload. For Light Rigid drivers, the maximum trailer weight drops to 2000kg, given the larger payload allowance.

The Pantech body fitted to our test vehicle has twin rear doors, with 270-degree opening and sturdy hooks on the body sides to hold them in place.

Cabin storage includes narrow bins but no bottle-holders in the doors, an overhead storage shelf on the driver’s side, a small compartment with spring-loaded lid in the dash and a single glovebox.

The centre console only offers a single bottle-holder. However, the centre seat backrest folds forward and flat to reveal a small desk on the back of it, complete with a hidden storage compartment and two cup/bottle-holders.

Up front is where the MG7 feels most generous. The electrically adjustable front seats are comfortable and supportive for daily driving, although extendable under-thigh support would help reduce fatigue on longer trips. You do get heating for both the seats and the steering wheel but having to dive into the media menu to activate them is annoying.

In the second row, legroom is respectable for a mid-size sedan. Headroom, however, is tighter thanks to the fastback roofline and panoramic sunroof. Tall teenagers won't feel like they can sprawl out but younger kids will be fine. The second row features two ISOFIX child seat mounts and three top-tether anchor points but two child seats will fit best. Bending down to buckle in a child will remind your back why SUVs became all the rage, but it's certainly doable.

The seats in the second row are thickly padded and comfortable, and the fold-down armrest sits at a good height to lean on. Amenities aren’t especially extensive given there’s only one grade available, but you do get a couple of cupholders, map pockets, directional air vents and two USB-C ports.

Storage in the front row is about what you’d expect for a car of this size. There’s a decent glove box, a shallow middle console, large door bins and some handy little nooks near your knee. A sunglasses holder and a dedicated phone cradle with wireless charging round things out nicely. The wireless charger can lag a little in topping up your battery, and it's quick to overheat your phone - added ventilation would be a big help here. However, there’s also a 12-volt socket and two USB-C ports if you prefer a cable.

The media system itself is responsive and largely intuitive, although the touchpad-style controls on the dash feel slightly back-to-front in use. On the plus side, it’s very easy to flick into Sport mode and open up the exhaust using the cluster controls, which adds a bit of fun to the daily drive.

The boot offers 375 litres of capacity, which is on the smaller side for the segment. Comparatively, the Sonata N Line offers 480L, the Skoda Sportline 600L and the Camry 524L. That said, it’s been perfectly usable for grocery runs and the odd road trip this week. You do need to load bulkier items further back toward the seats to work around the sloping fastback design. A powered tailgate adds convenience, and there’s a temporary spare tyre underneath, which I always prefer to a repair kit.

For now, the MG7 is offered in a single grade, the Essence, priced from $44,990 before on-road costs.

That positions it just above the Skoda Octavia Sportline, which starts from $44,490 MSRP, although the Skoda doesn’t match the MG7 feature for feature. In terms of features and styling, it’s closer to the Hyundai Sonata N Line, which opens at $56,500 MSRP. And then there’s the segment darling, the Toyota Camry SL, from $53,990 MSRP, happily flexing its hybrid efficiency credentials.

On price alone, the MG7 looks competitive. On specification, it starts to look like a bit of a statement. You get leather and synthetic suede upholstery, heated and electrically adjustable front seats, memory function for the driver’s seat, a heated steering wheel, a panoramic sunroof and 19-inch Michelin tyres.

Technology feels well thought out and a large centre display houses a 12.3-inch media system, paired with a 10.25-inch digital instrument cluster that appears larger than it is thanks to the integrated touch controls. There’s wired and wireless Apple CarPlay and Android Auto, built-in satellite navigation, 256-colour ambient lighting and a 14-speaker Bose sound system.

Practicality hasn’t been overlooked either. A powered tailgate, temporary space saver spare wheel, dual-zone climate control, acoustic door glass, rain-sensing wipers and a 360-degree camera system round out the package.

The T5 EV’s single electric motor has a peak power output of 115kW and maximum torque of 300Nm. It also offers two drive modes: ‘Eco’ which minimises energy use with a top speed of 73km/h and ‘Power’ which uses more battery charge but increases top speed to 94km/h (both speeds achieved during our test).

The MG7 has a 2.0L, four-cylinder turbo-petrol engine producing up to 170kW of power and 380Nm of torque. That’s pretty gusty compared to its nearest rivals, although the Sonata N Line still beats it with its 213kW/422Nm outputs. The Hyundai is more of a dedicated sports model. Still, with these outputs the MG7 manages a 0 -100km/h sprint in a swift 6.5-seconds!

Power is delivered to the front wheels and the nine-speed auto transmission punches through its gears relatively smoothly. You can also flip it into Sport mode, where gear changes become more pronounced.

Overall, the whole setup creates an engaging on-road experience without lulling you into any false pretences. The MG7 is not a racer, even though it looks like one, but it holds its own.

Foton does not publish an official kWh/100km consumption figure, but claims a fully loaded driving range of 180km from its 81.14kWh battery capacity.

According to the dash readouts at the end of our test, which we did on a single charge, we drove 142km with 38km of estimated range remaining. Our displayed average consumption was 51.3kWh/100km, so based on that figure you could expect a driving range of around 160km, which is less than the dash estimate.

Our testing was conducted without a load (see Driving) but it did include considerable freeway travel required to collect and return the vehicle, so regenerative braking was minimal. And we had to use Power mode to maintain freeway speeds.

Foton claims that DC fast-charging allows for a full recharge in 1.5 hours, while the 11kW onboard AC charger takes 7.2 hours which is suitable to overnight turnarounds.

The MG7 has a claimed combined fuel consumption figure of 8.0L/100km. With its 65-litre fuel tank, that equates to a theoretical driving range of up to 812km.

That places it broadly in line with the Hyundai Sonata N Line, which claims 8.1L/100km, although the Hyundai delivers stronger engine outputs. The Skoda Octavia Sportline is notably more frugal at 6.1L/100km, while the Toyota Camry SL continues to dominate the efficiency conversation with its 4.0L/100km hybrid figure.

In real-world driving, expect that 8.0L/100km claim to creep up. Even after a week consisting mostly of longer highway stretches, my trip computer was sitting at 8.6L/100km. That’s not wildly unexpected for a turbo-petrol engine, and it’s hardly alarming, but efficiency is a major consideration for families. Against hybrid rivals, it doesn’t win that particular argument.

Combined CO2 (ADR 81/02) emissions sit at 183g/km, which is comparative to the Hyundai Sonata N Line but not as low as its other rivals.

MG recommends a minimum 95 RON unleaded petrol to be used.

There are large handles on the windscreen pillars to assist climbing aboard and the driving position offers adequate comfort, with its steering wheel adjustments and left footrest. However, some rake adjustment in the flat base cushion would be welcome, as it can feel like you're sliding forward at times.

The drive selector dial on the console has three settings (Reverse, Neutral, Drive) marked by the letters R-D-N, so it’s simple to use. Because of its near-silent operation at low speeds, the T5 EV is equipped with an audible pedestrian warning system. This activates at speeds below 30km/h and makes a unique sound that defies description.

We drove in Eco mode when not on the freeway and found that its quiet and smooth surge of acceleration was more than adequate for a vehicle weighing more than 2.5 tonnes. We did briefly try the Power mode but did not detect a significant boost in performance.

It has good steering feel (with electric power assistance) and its noticeable lightness at low speeds is appreciated when manoeuvring in tight spots. The brake pedal provides vigorous response and a strong regenerative effect (as displayed on the energy gauge) that optimises battery range.

The instrument display shows drive mode, estimated driving range, battery charge and temperature, energy use, average energy consumption and other useful data relating to drivetrain operation. Useful enhancements would be speed-sign recognition and a clearer image for the reversing camera.

Although almost silent under 60km/h, increased noise at freeway speeds includes some faint drivetrain hum and wind-buffeting around the large door mirrors, which compensate by offering excellent rear vision.

We didn’t get to do our usual GVM test, due to a software glitch in the public charging facilities we arranged to use on the day. Back-to-base operations with in-house charging would avoid these issues.

Power delivery in the MG7 is smooth and responsive, and it doesn’t take long to feel confident with the turbo-petrol engine. For a bit of extra fun, flick it into Sport mode and open the exhaust; gear changes become more pronounced, and the engine note gets noticeably throatier. It’s not a performance sedan, but it’s definitely engaging on the road.

Handling is another highlight. The steering is responsive and firms up depending on your selected drive mode, and the low-slung stance helps the car feel surprisingly nimble in corners. That said, it’s not always surefooted when accelerating out of tight bends, which reminds you that the MG7 is sporty but not track-focused.

Visibility is adequate but not perfect. The thicker pillars, lower roofline, and relatively small windows do make the cabin feel a touch enclosed, and there’s some road noise, which is enough to remind you it’s not a luxury saloon, but it never becomes intrusive.

The MG7 feels agile in tighter spaces, and the 360-degree camera system is high-quality. Parking is straightforward, which frazzled parents will appreciate.

The MG7 has a maximum five-star ANCAP safety rating from testing done in 2025 and scored well across its individual criteria with 88 per cent for its adult protection, 85 per cent for child protection, 80 per cent for vulnerable road user and 81 per cent for its safety assist.

Passive safety items include seven airbags including a front centre airbag and curtain airbags covering both rows. Families will like that there are two ISOFIX child seat mounts and three top-tether anchor points but realistically, two child seats will fit best. There are also powered locks for the rear windows and intelligent seatbelt reminders for all five seats. Parking is easy with the rear parking sensors and 360-degree view camera system.

Active safety includes forward and rear collision warning, lane keeping aids, lane departure warning and prevention, blind-spot detection, side exit assist and a relatively unobtrusive driver monitoring system.

Other highlights include emergency lane keeping, which will activate when there’s no response from the driver and the rear cross-traffic alert also gets assisted braking. The adaptive cruise control is fairly well-calibrated and it’s a bonus having the emergency call functionality, although it seems to connect to an MG service line, rather than directly with emergency services. And you have to select which country you’re in before it activates, which might not be a delay you want when you really need it!

There’s autonomous emergency braking with car, pedestrian and motorcyclist detection and it's operational from 4.0 – 85km/h and up to 150km/h for car detection but it is more typical to see that top figure closer to 180km/h.

Five years/200,000km warranty plus an eight years/300,000km traction battery warranty. Also 24/7 roadside assist. Scheduled servicing every 12 months/20,000km whichever occurs first. Total scheduled servicing cost for five years/200,000km is $7850 or a pricey average of $1570 per year. No capped-price servicing is offered.

MG backs the MG7 with a seven-year, unlimited-kilometre warranty. If you service exclusively through MG service centres, that coverage can be extended to 10 years or up to 250,000km, which makes it one of the more generous warranty offerings currently available.

At the time of this review, servicing intervals and service prices haven't been set for the MG7. It's fairly easy to secure servicing for an MG, as they have around 90 service centres nationwide at the moment.