MG Im6 vs Cupra Tavascan

What's the difference?

A super solid first outing from the IM brand. Don't let the pricing fool you, there is still bang for buck on offer in the IM6 Performance, even if it at times feels a bit too digital for my tastes.

Like most Cupras, the Tavascan is affordable, stylish, practical, fun to drive and just that little bit different.

And it is clear the Volkswagen Group is trying hard to make the brand a success. That it can bring that formula to the medium EV SUV market with as much aplomb might just be enough to lure more than a few would-be Model Y buyers Barcelona’s way.

Definitely one to strongly consider.

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

I feel almost mean saying this, because there will be plenty of people who like the way the IM6 looks, and I don’t want to rain on their parade. But… I’m not one of them.

It reminds me a bit of the pre-facelift Tesla Model Y, in that it’s largely feature-less and a bit blobby, and there’s not a sharp angle anywhere to be found on the thing. Premium to me means powerful and assured — picture just about any Audi — whereas I just find this a bit bland and soft.

Anyway, I do like the big alloys, the insulated glass roof and the light treatment front and rear.

And I like the cabin. The seats aren’t leather, but they’re super thick and comfortable, and there is a genuinely premium air in the cabin, helped by the acreage of screens and the quality elements, like the little door panels.

The doors unlatch electrically, matching the pop-out door handles outside, but they can be a bit fidgety. Someone from MG told me how they worked (you kind of cover the handle and let the door come to you) but I watched everyone else who tried to open them struggle. If you're at the point where you have to explain how a door handle works, you might have over-egged the pudding.

The second screen below the main one acts a bit like a mobile phone. You can alter your home screen widgets and access the main menu, even as Apple CarPlay is synched at the top. You’ll get used to it, I’m sure, but I found it to be a bit fidgety.

Actually it reminds me a little bit of the Lexus trackpad, or whatever that hateful system was called, where you controlled the main screen via a little mousepad thing, though happily it’s nowhere near as annoying as that was.

Although this mid-sized SUV is full of German VW Group DNA underneath, there are unique Cupra styling elements that do strive to evoke Spanish expression.

Designed in Barcelona, standout points include an insectoid trio of LEDs making up the headlights and tail-lights, an aggressive nose featuring a V-shaped bonnet bulge and lower-bumper treatment, a rising swage line in profile and pronounced rear diffuser.

While we appreciate the Tavascan’s styling flourishes, with the Manga-esque vent ‘eyes’, copper trim and floating wing-look upper dash-pad all gelling together nicely, the unique central spine design looks downmarket if not cheap, with an alien look and sheeny reptilian scale finish. There are too many things going on at once.

Built on the VW Group’s MEB EV architecture, the Cupra shares its platform with the VW ID.4, Skoda Enyaq and Audi Q4 e-tron SUVs within the VW Group, providing a sound engineering base, but also a tall, narrow appearance when seen rear-on.

Maybe that’s why the Tavascan achieves such an impressive drag coefficiency of 0.26.

Dimensions are 4644mm (length), 1861mm (width), 1597mm (height) and 2766mm (wheelbase), while ground clearance is a low 154mm.

For a so-called “Coupe Utility Vehicle” (CUV), all translate to quite acceptable interior space and practicality.

The IM6 measures 4904mm long, 1988mm wide and 1669mm tall, and it rides on a 2950mm wheelbase, with IM describing it as a "mid-large SUV", though I expect it will be classed as a medium SUV Australia.

That said, ICE and EV mid-size electric SUVs are not cut from the same cloth, with the latter making use of a flat floor to maximise space. And so it is with the IM6, where backseat room is pretty damn impressive. I’m 175cm, and I had no problem at all with legroom or headroom, plus the same plush seats from up there are in the back, too.

There are also air vents but no temperature controls, and while there are USB ports, there is no regular household-style plug in the cabin. 

The glass in the windows is laminated, while the roof is double glazed, which MG tells me is Australian summer-proof, but I guess we'll know for sure in a couple of months.

There’s no shortage of cargo room either. There’s a 32-litre frunk up front, and there’s 646 litres in the boot with the rear seats in place. They’re 60/40 split, and if you drop them, luggage space grows to 1621 litres.

The towing capacity is a braked 1500kg, too, but I don’t expect to see many of these towing a camper trailer around.

Now, with all that CUV stuff in mind, the Tavascan manages to look and feel sporty whilst also offering a decent level of family friendly functionality.

Wide doors and a high hip point offer easy entry and egress, in a roomy and accommodating cabin, on seats that are brilliantly comfy and supportive – even in the base Endurance. These are of the integrated ‘tombstone’ variety with bolstered sides to help keep you snug and secure. They’re great.

So is the driving position, with its grippy little wheel, readily accessible switchgear (including the knobs on the spokes), clear view of the modestly sized digital instrumentation pod and angled touchscreen.

After all the criticism that the VW Group’s earlier iterations of this system had garnered – including in other Cupras – the Tavascan’s interface proved to be simple to navigate, fast to respond and pleasant to look at.

Furthermore, even with that rising window line, vision out is AOK and ventilation is fine, too.

The aforementioned central spine’s shape appears to come at the expense of storage, as there’s less of it than expected in an EV SUV. The small glovebox is disappointing. We’re not fans of the driver’s door power window switch bank, necessitating a distracting press of a ‘rear’ button to operate the back windows. And one of the test cars suffered from dash squeaks.

Moving on to the rear, with seating for five, there’s actually ample space for people up to about 180cm tall, while all the usual amenities apply, such as vent outlets, a pair of USB-C ports, a folding armrest with cup holders and overhead lighting. Nothing seems to be missing.

However, there is one important thing missing further back.

Yes, the Tavascan’s boot offers a handy 540 litres of cargo capacity, with a low, wide and flat floor capable of swallowing all sorts of stuff. And, of course, the 60/40 rear backrest fold down, boosting those numbers to between 1579L and 1604L depending on specification.

But, as with almost all EVs, there is no spare wheel. The aforementioned tyre mobility kit is bad news if you experience a severe puncture. Even a space-saver spare would be infinitely preferable.

Kicking off from $60,990 (all prices are before on-road costs) in base Endurance grade, this is a single-motor, rear-wheel-drive (RWD) with a usefully larger battery for better range than almost all competitors above as well as below its price point.

There’s also the flagship VZ with dual motors and all-wheel drive (AWD) from $74,490.

Not cheap, then, but the Endurance is highly competitive when you consider how ably the it traverses the axis of price, size and battery capacity.

Consider that while the Cupra does cost more than France’s superb Renault Megane E-Tech from $54,990, as well as the Kia EV5 (from $56,770), Xpeng G6 ($54,800), Smart #3 ($57,900) and BYD Sealion 7 ($54,990), that all hover from around the mid-$55K mark, it is only a tad exxier than the Model Y RWD from $58,900 and closely related Volkswagen ID.4 from $59,990, and cheaper than the equivalent Ford Mustang Mach E ($64,990), Toyota bZ4X ($66,000), Hyundai Ioniq 5 ($69,800), related Skoda Enyaq ($69,990), Subaru Solterra AWD ($69,990) and Kia EV6 ($72,590).

Note, however, that aside from the #3 and EV5, all are slightly larger than the Barcelonan mid-sizer.

Still, the swoopy Tavascan significantly undercuts other, more-premium Euro-branded propositions with a similar propensity for style, like the Polestar 4, BMW iX2, Volvo XC40 and (also related) Audi Q4 e-tron Sportback. All are well north of $75K.

Such pricing is possible partly due to this being the first Cupra – and only the second Volkswagen Group Australia model after the 2004 Polo Classique sedan – to be made in China, as part of a joint venture with JAC. This model is not built anywhere else on the planet.

Base equipment levels, however, are not quite up to Chinese standards.

The Endurance includes auto entry/start, adaptive cruise control, three-zone climate control, sports front seats, a heated steering wheel, a 15-inch touchscreen with a rear camera, wireless Apple CarPlay and Android Auto, 5.3-inch digital instrumentation, wireless phone charging, a quartet of USB-C ports, a hands-free powered tailgate, front and rear parking sensors, and 19-inch alloys.

Cupra reckons the Interior Package for an additional $4500 will be a popular option, since it adds a surround-view camera, microfibre-trimmed, heated and powered front seats with memory, broader ambient lighting, terrific 12-speaker Sennheiser audio, 20-inch wheels and more.

The VZ, meanwhile, features most of the above and then steps up with the second electric motor, AWD, 21-inch alloys, adaptive dampers, a glass roof (thankfully with a sunshade), adaptive matrix LED headlights.

Another $8K buys the Extreme package, bringing Nappa leather upholstery, racier front seats with ventilation, and unique alloys shod with performance tyres.

Sadly, no Tavascan grade comes with a spare wheel, just a tyre mobility kit.

Unsurprisingly, all boast advanced driver-assist tech, such as autonomous emergency braking (AEB) and lane-support systems, along with a handy vehicle exit warning and seven airbags, including a front-centre item. Find out more in the Safety section below.

Nothing too radical in the specification stakes, then. But Cupra reckons the Tavascan will offer one extra-special benefit that no rival can – and that’s Barcelona-bred design flair – when Aussie deliveries commence in May.

Time to take a closer look.

This is the real party trick of the IM6, because there’s a nuclear power plant under the metal somewhere. All up, the twin-motor setup produces a total 578kW and 802Nm, though I suspect you’re never accessing all the grunt all at once. Still, 100km/h zips by in 3.4 seconds, and the top speed is 239km/h. For the record, that’s exactly as fast the Ferrari Roma Spider I recently handed back, so yeah, it’s properly supercar quick.

Don’t go searching for more boot space under the bonnet – there isn’t any.

Plus, the main electric motor – a permanently excited synchronous unit – is located on the rear axle, driving the rear wheels via a single-speed transmission.

Tipping the scales at 2238kg, the Endurance makes 210kW of power, to offer a power-to-weight ratio of 94kW per tonne, as well as a 0-100km/h sprint time of 6.8 seconds, on the way to a top speed of 180km/h.

Meanwhile, the VZ also has a smaller, asynchronous 80kW/134Nm electric motor over the front axle, channelling up to 30 per cent of the SUV’s total power to the front wheels as traction requires, and upping the combined power maximum to 250kW. Tipping the scales at 2284kg, the VZ offers 109kW/tonne, while the 0-100km/h time slips to 5.5s. Both offer a 545Nm torque maximum.

The 400-volt MEB platform consists of MacPherson-style struts up front and a multi-link rear end. The VZ adds adaptive dampers. Braked towing capacity is 1000kg in Endurance and 1200kg in the VZ.

Also on board is a 100kWh Nickel-Cobalt-Magnesium battery that produces a WLTP driving range of 505kms. Pretty good.

Charging is strong, too. The high-tech platform allows for 396kW DC fast charging, which is faster than what is currently offered in Australia. The claim is 30-80 per cent charged in 15 minutes. There’s also an external vehicle-to-load (V2L) port.

The Tavascan employs an 82kWh Lithium-ion battery pack, offering a useable capacity of 77kWh.

Mounted down low in the structure to provide extra rigidity as well as balance, it helps the Cupra achieve a near-ideal 49/51 front/rear weight distribution.

The battery is also separated in 12 removable modules for easier repair and parts replacement.

When the accelerator is lifted or in ‘B’ mode, the electric motor acts as a generator to feed energy back into the battery. Three levels of brake energy recuperation is also available via the steering wheel’s paddle-shifters.

Cupra says that the Endurance RWD offers a WLTP range of 540km, while the circa-60kg heavier VZ AWD drops that to 499km, or 463km with the Extreme Package’s grippy high-performance tyres.

Officially, the combined average energy consumption figures are between 15.2 and 16.0kWh/100km in Endurance and between 16.5 and 16.8kWh/100km in the VZ.

Driving around Adelaide and beyond in the beautiful wine country, we managed between 15.0 and 22kWh/100km, as indicated on the Tavascan’s trip computer, which isn’t too bad.

The Cupra features an AC charging capacity of 11kW and DC charging capacity of 135kW.

Charging from empty to full when plugged in at home or work can take nearly 40 hours, or about 12.5hr with an optional 7.4kW wallbox, while a 10-80 per cent top-up using a standard 50kW fast charger needs about 75 minutes, or under half an hour if you find a super-fast 150kW outlet.

First things first, don't get too distracted by the word "performance" here. The IM6 doesn't act like a performance car, it feels bit too plush, and bit too digital, for that.

But that's not necessarily a bad thing. Performance cars are often loud, raucous and uncomfortable, and the IM6 is none of those things. Instead, those mountains of power and torque make silky, silent progress absolutely effortless, which feels pretty premium to me.

MG makes a big deal of how much work went into insulating the cabin from noise – with active noise cancellation joined by double-paned insulated glass – and it is a properly calming and quiet space.

Also strong is the suspension, with the adaptive air setup soaking up most bumps and bruises, but I found it can clang over really solid bumps, sounding like it's bouncing off a stopper. The steering is solid, too, with a nice weight, if not overly talkative in the feedback department, while the rear-wheel steering helps eat into the turning circle for tight three-point turns.

The downside, though, is that it all feels a little too digital, and like there's been a little too much overthinking gone into it. Having to push a button to see behind you in a hurry is bonkers (see my explanation in the Safety section below), and the secondary screen is more annoying than intuitive. And there were several bings or bongs I couldn't even identify. All of which interrupts the otherwise calming nature of the drive experience.

Cupra prides itself as a builder of sporty, stylish and offbeat vehicles, and insists that the Tavascan is no exception.

With its design, interior presentation and powertrain supporting such expectations, the acid test is now how the Tavascan performs out on the road.

The really encouraging news is that, on our launch drive experience at least, Cupra’s coupe SUV serves up sportiness and a whole lot more besides.

Let’s start with performance.

Aided by a fine driving position, the Tavascan almost goes out of its way to normalise the EV operating experience, with the now-familiar VW Group column-mounted gear selector being reassuringly straight forward. You’re not left wondering if this thing is even on.

Choose the default Comfort drive setting, and the Cupra whooshes forward with eager yet measured forcefulness, so you’re spared unpleasant jerkiness. Speed builds up quickly and smoothly as the road opens up ahead. So far, so good.

Need extra muscle for overtaking or joining freeway traffic? There’s ample in reserve, revealing the real-world pace and response that even the least-expensive Tavascan offers. The Endurance is a deceptively brisk machine for the money. And that’s before the sportier driving modes are engaged.

Speaking of which, the steering is simply superb, offering sharp yet progressive cornering capabilities. You feel connected to the car, and that translates into very predictable handling and reassuring roadholding. Cupra is starting to shape up as one of our favourite non-German German-owned brands.

But the biggest shock is the Tavascan’s ride quality.

Now, though wearing 19-inch wheels and on steel springs, Cupra’s sporty leanings meant we expected the base grade to ride with tolerable firmness at best.

Instead, over Adelaide’s suburban streets leading into the hills (and then beyond), the suspension provided a sophisticated blend of suppleness and control, ably dealing with the rough stuff without any real abruptness.

Our only note here is that you can hear the suspension working underneath, in an endearingly old-fashioned mechanical way. Odd, but not to a distracting point.

Plus, while there are three levels of regen-braking assistance, we’d like the option of single-pedal driving capability.

Much the same dynamic flair applies to the Interior Package option that swaps out for 20s, except that the ride is clearly just that little bit firmer. But tyre and road drone do seem to drown out the suspension noise at times, but not to any alarming degree. Just in a typically German-engineered vehicle sort of way. No revelations here.

Switching to the VZ is equally revealing.

As you might expect, the extra power and additional (undisclosed) torque from the front electric motor are immediately obvious, elevating its performance significantly. Point, squirt, shoot. This thing really hustles along.

Yet it is the flagship’s balance and control of the chassis that came as a surprise.

Usually, the additional weight of two motors and 21-inch wheels detract from the driving pleasure of many an EV SUV with their shifting mass and heavier feel, but the VZ seemed to contain those tightly, and instead dishes up speed with agility and finesse.

Better still, the top spec’s standard adaptive dampers also seem to help deliver a supple and isolated ride, soaking up bigger potholes and that sort of thing, in a superior way that – we suspect – even the Endurance on 19s likely could not.

Factor in the beautifully nuanced and thoughtfully-tuned driver-assist tech systems, and – after months of driving at-times infuriating SUVs from China – the Chinese-made Tavascan feels anything but rushed or half-baked.

We’re impressed, at least on this first drive.

Ultimately, even after hours and hours behind the wheel, the Tavascan left us wanting more in a good way, not less. That’s a sure sign that the recipe is fundamentally right.

The Tavascan also delivers an impressive showing on the safety front, scoring a five-star EuroNCAP safety rating.

A whole raft of advanced driver-assist tech is available, including autonomous emergency braking (operable from 5km/h) for pedestrians, cyclists and other vulnerable road users as well as car-to-car, lane departure warning/assist (from 65km/h), rear-cross-traffic alert, blind-spot warning, exiting-vehicle alert tech, adaptive cruise control, a driver-attention monitor and tyre pressure indicators.

There are seven airbags, including dual front, front-side, head and a front-centre item to help mitigate lateral occupant collision injury, as well as rear outboard occupant side and head coverage.

A trio of child-seat anchorage are fitted across the back seat, along with ISOFIX child-seat anchorages in the front passenger seat and two in the rear outboard positions.

The IM6 is covered by a five-year, unlimited-kilometre warranty, rather than MG’S 10-year term. Capped-price servicing is offered for the first five years, with your total bill just under $3000. The service intervals are 20,000kms or 12 months.

Here’s where the Tavascan loses some steam.

Each Tavascan is covered by a five-year/unlimited-kilometre warranty, which is only average nowadays and below the seven and even 10 years that some other EV brands provide. Free roadside assistance is provided for five years.

Service intervals are every two years or 30,000km, at a listed cost of $485 per visit. Alternatively, owners can pre-purchase six-year and 10-year service packages from $1310 and $2190 respectively.

An eight-year/160,000km battery warranty also applies.

Finally, Cupra also provides owners with the option of organising home or workplace AC charging solutions via Jetcharge, offering an $1800 ‘Lite’ or $2300 ‘Maxi’ charger, including installation.

Are all these enough to get the Tavascan over the line for you?