MG MG4 Urban vs Alfa Romeo Giulia

What's the difference?

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.

The Giulia is a love letter to the increasingly lost art of the sporty executive sedan. As refined as it is beautiful and oh-so elegant to drive, it’s a reminder of why we always love Alfa Romeo, even when the odds are against it.

Emotional cars like this are hard to come by and they will soon be gone, replaced by something new. The future is not necessarily worse, but it will be different, so if a sporty European sedan with a combustion engine is calling out to you don’t miss your opportunity to drive the Giulia while it still exists in this form.

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.

Like any good Alfa Romeo should be, the Giulia is a work of art. It’s sleek, sharp, and immaculately proportioned.

This most recent update has artfully refined a formula too good-looking to mess with. The increasingly dorky headlamps from the previous car have been swapped out for a more contemporary all-LED set, with a three-bar DRL pattern.

The grille has also been tweaked for this update for a more modern style, and the Veloce is now graced with the iconic and more aggressive sport two-tone alloy wheels in the traditional five-hole 'tele-dial' style.

It’s effortlessly attractive, and instantly recognisable as an Alfa on the road. I can’t think of a better way to stand out in today’s executive sedan landscape.

The interior has received less of an upgrade for the 2024 model year, with the same core parts. The major change is the old-school analogue instrument cluster being swapped out for a slick 12.3-inch digital unit.

The puzzling thing about this is the 8.8-inch central multimedia screen hasn’t been upgraded in-kind, making a strange contrast between the sharp and fast digital instruments, and the laggy and dull multimedia panel.

At least it effortlessly sits behind the curvaceous design of the dash as to not interrupt a good shape.

There are of course plenty of other touches which I love. The leather seats look and feel the part, as do the real metal paddle shifters which float behind the simple yet refined and sporty steering wheel.

The push-to-start button on the wheel is reminiscent of other Italian sports machines, while the tasteful smattering of leather, gloss plastic, and textured surfaces keep the premium feel on-track.

Some areas I’m not so keen about: Some of the interior plastics, particularly for buttons and toggles, feel cheaper than they should, and the door cards are oddly basic considering how much attention has been given to every other part of this car’s look and feel.

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.

The Giulia is an old-school low-slung sports sedan. Many will prefer the SUV sensibilities of the Stelvio, with its bigger hatch-opening boot, and its higher ride height can better accommodate less mobile passengers, and makes it easier to fit child seats and the like.

For those willing to trade those things away for a superior drive experience, the Giulia is still solid to live with every day, but has a few drawbacks.

For example, those strangely basic door cards offer only a tiny map pocket with a nook I’d hardly describe as a bottle holder.

The centre console offers two larger bottle holders with variable edges, but there’s also not much else in the way of storage in the cabin aside from a smaller-than-average glove box and armrest console box.

The big win for me is the physical dial set and shortcut buttons for all the key climate functions, making it easy to operate while you’re concentrating on driving.

At least the seats are well bolstered, and front passengers are treated to plenty of adjustability. Visibility is okay, and it was easy for me to find a comfortable driving position at 182cm tall.

The rear seat is a similar story. It’s tighter, and you have to duck down below the roofline to get into it.

Once inside, I was pleasantly surprised to find enough room for my knees and somewhere for my feet to slide behind my own driving position, although the centre position is all but useless thanks to an enormous raise for the driveshaft.

Headroom is passable, but you wouldn’t want to be much taller than me. 

There are, again, tiny bottle holders in the doors, and a further two in the drop-down armrest. Rear seat passengers get dual adjustable air vents on the back of the centre console, one USB 2.0 outlet, and elastic nets on the backs of the front seats.

The boot measures 480 litres which is up there with a lot of mid-size SUVs, but because it’s a sedan, access is more limited, and it won’t accommodate as many awkwardly-shaped objects.

The Giulia we’re looking at for this review is the mid-spec Veloce, which costs $74,950 before on-road costs, sitting above the base Ti ($68,450) and below the top-spec Quadrifoglio ($153,700).

Natural rivals from Germany include the Audi A4 45 TFSI ($77,869), BMW 320i M Sport ($80,200) and Mercedes-Benz C200 ($89,900) all of which suddenly make the attractive Alfa look like a not-half-bad deal.

But then there’s always the Genesis G70 (from $63,000 in equivalent turbo 2.0L form) to bring the value equation back to reality.

Standard stuff at this grade includes 19-inch alloys, an 8.8-inch multimedia touchscreen and a 12.3-inch digital instrument cluster (new for the 2024 model year), dark contrast exterior highlights, leather seat trim with heated front seats and steering wheel, aluminium interior detailing and shift paddles with extended leather trim on the dash, updated LED headlights and DRLs, dual-zone climate, push-start ignition and keyless entry, tinted rear windows, and a 14-speaker Harman Kardon audio system.

Performance-wise, the Veloce also scores a limited-slip rear differential to match its punchy engine.

The tech feels a bit old, and the interior has a dated ambiance to it compared to the more open and digitised spaces of its rivals, but there’s something to be said for how organic the Alfa feels. More on this later.

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.

The Veloce might not pack a Ferrari-derived six-cylinder engine like the Quadrofoglio, but its smaller 2.0-litre four-cylinder turbocharged petrol engine hardly wants for power.

Packing 206kW/400Nm it outpunches six cylinders of old easily, and is still capable of sprinting to 100km/h in a hot-hatch baiting 5.7 seconds to a Vmax of 240km/h.

It even sounds fantastic, as it flies up the rev-range living up to every bit of the Alfa promise. Peak power arrives at 5250rpm, but peak torque hits at 2250rpm.

Smooth shifts are provided courtesy of an eight-speed traditional torque converter automatic transmission.

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. 

The 2.0L turbocharged engine has an official combined cycle fuel consumption figure of just 6.1L/100km, although I saw 9.0L/100km in my time with it.

I’ll admit it was being enthusiastically driven, and treated to lots of urban commuting.

The Giulia has a 58-litre fuel tank and requires mid-shelf 95 RON premium unleaded fuel. Its approximate range on a full tank at the official consumption is 951km.

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.

Put simply: The Giulia is a celebration of Alfa Romeo. Yes. Even with a humble 2.0-litre turbocharged engine and an automatic transmission, this is a deeply emotional car. A riveting experience from behind the wheel.

Fly round corners, your eyes wide, exclaiming ‘magnifico!’ as the Giulia gracefully leans in, the rear LSD, sporty tyres, and wonderfully tight steering working together in harmony as you eke out just a smidge of tyre roar.

Laugh out loud to yourself, as you plant the accelerator, hear the muted rumble of the surprisingly angry little engine, and feel the turbocharger kick in half a second later as you power out.

‘Eccezionale!’ You’ll think, as you feel the click of the immensely satisfying metal paddle-shifters, and the transmission responds in-kind, the engine roaring up the revolutions with enthusiasm.

Sure, the Veloce grade is not as raw, or as wild, or near as fast as the top-grade Quadrofoglio, but all of the exciting spirit of  that car is still here, and at a little over half the price, too. The Veloce is an absolute delight to drive.

It has such poise, makes such a fine sound, and does it all so gracefully. This is how you make a car feel as one with the driver.

Even the ride is deeply impressive. It’s not too harsh or noisy, while gifting the chassis just the right amount of lean in the corners and allowing enough play for it to remain controlled over bumps.

Not only does it work well when you’re driving as it's clearly intended to be driven, but around town it’s quiet and refined inside, living up to the promise of a luxury sedan.

The seats and bolstering are great, the visibility isn’t too bad, and while I’ll complain about the slightly laggy software on the multimedia screen, the digital dash is responsive and the physical climate controls are welcome.

It’s not all perfect. If it were, I think it might cease to be an Alfa Romeo and start sprouting BMW badges.

For example, our test car, with less than 2000km on the odometer, had various inconsistent rattles emanating from the plastic garnish around the digital dash, and somewhere behind the back seat.

Regardless, driving this car has made me a little sad Alfa will be putting this wonderful platform behind it in pursuit of more electrified goals.

I can only hope wherever the Giulia nameplate goes next, it retains the spirit of this version.

The same safety equipment suite is standard on every Giulia variant.

Advanced active gear includes auto emergency braking, lane keep tech, blind-spot monitoring with rear cross-traffic alert, driver attention alert, and adaptive cruise control.

It also scores front and rear parking sensors, and a reversing camera with guidelines. 

The Giulia’s maximum five-star ANCAP safety rating expired at the end of last year, as it was originally rated back in 2016. The facelifted model is ‘unrated’ relative to ANCAP’s current standards.

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.

Alfa finally updated its warranty to a more industry-standard five-years and unlimited kilometres in 2022.

Service intervals occur at 12 monthly or 15,000km intervals for the 2.0-litre turbocharged variants. Pricing was not available for the model year 2024 version yet in the brand’s online calculator, but to give you an idea for the pre-facelift version, pricing came in between $345 and $1065 per visit, averaging $573 per year for the first five years of ownership. Not cheap, but not as expensive to run as you might expect.

One thing you might want to keep in mind is depreciation. Boring, I know, but even late model examples of the Giulia and Stelvio have been hit particularly hard by the depreciation stick according to residual values we searched up on Autotrader.

For reference, the Genesis G70 and BMW 3 Series have both fared much better in equivalent 2.0-litre turbo forms.