Xpeng G6 vs MG Cyberster

What's the difference?

You never know quite what to expect when you jump into the first model from a brand-new brand, but the XPeng G6 was a pleasant surprise. And at this price, with these features, it should really give Tesla Model Y shoppers something to think about.

The Cyberster is certainly an impressive thing in a lot of ways, but if you were expecting a perfect sports car from MG, you'll be a bit disappointed. 

It's quite expensive if you're looking for a nice EV, but on the flip side it's quite cheap if being fast is your main concern.

If anything, the Cyberster is an exciting look at what the brand is capable of, even if it's a bit rough around the edges.

There’s more than a little Tesla Model Y in the XPeng’s exterior design, with the two sharing the same kind of soft-edged, swept-back SUV styling. 

It helps make the XPeng look familiar and inoffensive, and while I wouldn’t go so far as to call it ground-breaking, I think it has enough exterior flourishes to break up the body work, and I don’t mind the way it looks, and the way it sits on those big alloys.

Inside, it’s a spacious and pretty stylish space. This giant screen is super responsive, and is easy enough to navigate, with the key functions (like climate) glued to the bottom of the screen so you don't have to paw through menus to access them. The idea begins to fail when you have Apple CarPlay or Android Auto active, though, as you have to revert back to the car's home screen to access anything.

The XPeng uses its steering wheel controls to access air-con fan and temp controls as a kind of shortcut, but confusingly they change to distance adjustment when you’ve got the cruise control on. An easier, and much better solution would be to bring back buttons.

I also don't love the stalk-style gear selector, which doubles as a cruise control activator, and, with a double pull, as your autonomous helper. It just feels super old-school in a vehicle this modern.

What is a massive win though is the driver screen. Tesla fans can scream minimalist aesthetics all they want, but the drive experience is simply better when you can see your speed and other key info right in front of you.

MG reckons the Cyberster draws on the proportions of classic roadsters like its MG A and B from the ‘50s and ‘60s.

And I reckon that’s about where the comparison ends, really.

But don’t get me wrong, I think it’s got some pretty angles and nice elements.

It’s got the long bonnet, but its cabin isn't set so far back and its aerodynamic lines and curves probably weren't a priority back then either.

This is the standard colour, English White, which is more like off-white or cream or beige.

You can have a red roof on the lighter colours, white, silver, and grey, but red and yellow Cybersters have black ones.

The tail-lights at the back were inspired by the union jack, but they’re probably one of the elements on this car I'd put in the ‘tacky’ column.

At 4753mm in length, 1920mm in width and 1650mm in height, the XPeng fits into the fast-growing mid-size electric SUV space. 

And it ticks a lot of practicality boxes, like with its 571-litre boot, swelling to 1374 litres with the seats folded. But its real party trick is in the back seat, where the space is properly massive. 

I have another mid-size SUV, powered by a petrol engine, at the moment and our baby seat presses against the back of the passenger seat. In this it feels like I could fly a kite in the space between them.

It’s the same for passengers, too. Honestly, the real estate on offer is massive, and that includes for the middle-seat rear passenger, where the lack of a bulky tunnel eating into legroom means adults can sit there comfortably.

There's a pull-down divider separating the back seat that's also home to two cupholders, and there are twin USB connections, as well as air vents (though no temp controls).

There's no spare tyre, though, which means fiddling with the repair kit should you get puncture, or waiting for roadside assist.

A three-screen dash sounds a little daunting at first, but it’s not that far from the giant screens in some new cars now.

The central 10.25-inch screen is info only, while the flanking 7.0-inch screens are touchscreens, as is the climate control screen in the console.

As much as I’m a fan of physical buttons where possible, this car shows that multiple screens means you don’t need many sub-menus.

Basically, this feels like a lot, but you get used to it relatively quickly.

And while it also seems like MG’s software has become more intuitive and less laggy, the placements of the screens is a little annoying - the side screens on the dash are blocked by the steering wheel, and the central touchscreen is a bit fiddly.

Like I mentioned, no wireless phone mirroring is a let-down and there’s not really an obvious place to put a phone, but the ability to level out the cup holders is kind of interesting and the central storage where the USB-A and C ports are is big enough.

There’s a narrow bit of storage behind the seats, but the boot is actually 249 litres and seems much more usable than you might expect.

It's also worth noting the Cyberster comes with an AC slow charging cable as standard, but not a DC fast-charging cable for plugging in at some charging stations.

The MG Cyberster finds itself here as the only electric convertible sports car on offer, which means it’s hard to compare its $115,000 price tag to any direct rivals.

The Kia EV6 GT and Hyundai Ioniq 5 N are the wrong shape, the Porsche Cayman has the wrong running gear and most other things with doors like this are a lot more expensive.

So what does $115,000, before on-road costs, get you?

It’s only available in one variant, with pretty much the only cost-option being paint colours.

Aside from the scissor doors, there’s the electric folding roof, triple-screen cockpit with another centre panel, an eight-speaker Bose sound system, heated electric seats and steering wheel, and ambient lighting.

The exterior lights are all automatic intelligent LEDs, and you can open the doors with the key fob.

It is, however, missing a couple of things.

No phone charger might be down to space, but no wireless phone mirroring is a bit annoying, and the manual steering wheel adjustment feels a little cheap in a six-figure EV.

This G6 is a rear-wheel drive affair, with a single electric motor housed at the rear axle. It produces 190kW and 440Nm in Standard Range form or 210kW/440Nm in Long Range guise, which don’t sound like massive numbers — especially given the 2.0-tonne-plus weight of this XPeng – but it gets up and moving just fine.

The 100km/h sprint is a claimed 6.2 seconds, while the top speed is 200km/h.

Okay, here’s where the Cyberster gets impressive.

Its dual-motor set-up combines a 150kW front motor and a 250kW rear motor for a total of 375kW.

Peak torque is a hefty 725Nm.

All that is enough to get you and two tonnes of MG from zero to 100km/h in 3.2 seconds.

Sure it tops out at 208km/h, but the rush of hitting highway speeds is already enough to put your licence at risk.

The Long Range version of the G6 nabs a 87.5kWh battery (compared to 66kWh in the Standard Range), unlocking a claimed driving range of 570km. 

The official power use figure is 17.5kWh/100km, but I did a fair bit of driving on all sorts of roads and my number was more like 14kWh.

When it does come time to charge, the G6 is set up for 280kW DC fast charging which means, should you find the right fast charger, a 10-80 per cent charge should arrive in just 20 minutes. Home charging will take a lot longer, of course – we’re talking overnight plugged into a regular wallbox.

The MG Cyberster has a 77kWh battery and a claimed efficiency of 19.1kWh/100km.

While that means its claimed driving range of 443km relies on a bit of energy to be recuperated from braking, something you don’t really get on the highway, it actually works in the car’s favour during dynamic driving.

After 264km of driving on a test loop that included some urban but mostly highway and rural driving, the Cyberster’s trip computer displayed a 19.4kWh/100km average consumption.

The battery sat at 27 per cent, with 108km estimated range remaining.

While 443km of total range seems optimistic for a car that’s likely to be driven relatively quickly a lot of the time, the efficiency of the Cyberster held up better than you might have expected.

How much you love your time behind the wheel of the XPeng G6 comes down to what you're looking for from your mid-size electric SUV.

Speed and sportiness? There's not much of either. But it does serve up tons of space and technology, surprising refinement and a calm and cosseting ride.

And I think you can mount a pretty solid argument that all of that is pretty important in a mid-size SUV, more so than the ability to carve corners.

I did some solid driving in the G6, including a round trip from Sydney to the start of the NSW South Coast, taking in every road type and surface imaginable, and XPeng proved super comfy, pretty quiet and very, very easy the entire time.

Sure, it's not one of those EVs that makes the scenery blur when you put your foot down. Its outputs and acceleration are a bit more user-friendly than that. But it also doesn't ever feel underpowered, with the plenty of poke away from the lights and even some in reserve for freeway overtakes at 110km/h.

The steering, even in its 'Dynamic' mode, is fairly soft, and you can never magic away the weight of the XPeng in corners, where that compliant suspension does allow for some roll, but it also doesn't feel entirely disconnected from the road below in that disconcerting way some vehicles can.

So, if comfort is mission critical in your SUV space, the XPeng delivers.

Oh, and I know that big screens aren't that uncommon these days, but the multimedia unit in the XPeng is a treat. It's super fast, even when scrolling across maps, and it's relatively user friendly, too.

There’s good news and bad news about the Cyberster from behind the wheel.

The good news is it’s quite easy to drive this thing very fast. 

The bad news is it feels like it would be quite easy to get sick of as a day-to-day car, depending on your situation.

The first thing I noticed is the seat feels a bit high, even at its lowest setting. That's likely due to the placement of the battery pack under the floor of of the car.

Following that, if you’re taller than me (I'm five foot 11), it feels like the wrong road surface will have you nudging your head into the roof liner.

That mechanical roof should take about 15 seconds to lower or raise, and that can be done at speeds up to 50km/h.

It could be a symptom of trying to keep 1985kg tied down, but some of Melbourne's highways and arterial roads between 70 and 100km/h had the Cyberster bobbing quite a bit.

But the suspension doesn't let individual bumps intrude too much into the cabin, so it’s not all bad.

Similarly, there’s good and bad when it comes to the steering and braking.

The first being that the steering seems pretty accurate, even though the feedback is a bit numb. 

The braking on the other hand is handled by some pretty capable Brembos up front that pull the heavy roadster up quickly, but don’t always clamp as hard as you might expect when approaching a traffic light at 60km/h.

But stopping’s one thing, and going’s another.

There are three main drive modes, Comfort, Sport, and Super Sport, which mainly alter the acceleration intensity. And they feel well calibrated.

Comfort keeps things calm and cruisy, Sport is plenty for the road, and Super Sport has the potential to draw the attention of the authorities.

There’s good adjustability when it comes to regen braking, and even a decent single-pedal driving mode.

Aside from a couple of particularly heinous roads, the Cyberster held mostly flat when cornering at high speeds, but the potential for its suspension to let its wheels lose their footing might - or should - stop you from pushing the MG too hard.

At high speeds, there’s a bit of wind noise that you really can’t complain about if you’ve just purchased a drop-top, but the noise, vibration and harshness is decent, all things considered.

My only gripe with the interior fit out is that the passenger seat wobbles a little, and rattles on the surface behind it before moving it forward.

It’s impressive what this car can do in terms of performance, it’s just a shame it’s not more playful.

The Cyberster hasn’t been tested by ANCAP but as a niche sports car, it may never get tested.

The good news is it rides on the same platform as the MG4, which has five stars.

It’s got frontal and side airbags, plus all the usual new-car tech like adaptive cruise, lane-keep assist, blind spot warnings, collision warnings and avoidance, and speed limit warnings.

The Cyberster’s active safety is actually mercifully restrained, giving a couple of relatively quiet dings when exceeding the limit before you turn it off, letting you do the steering even when lane-keep is on, and in my case, only giving me a driver attention alert when I yawned while at a red light.

I'm scoring the regular warranty offering here, which is five years or 120,000km, with the battery covered for eight years or 160,000km. Keep an eye out for deals, though. At the time of writing XPeng was offering a 10-year warranty on both, for example.

Service intervals are 12 months or 20,000km. The cheapest individual service is $238, but over five years the total cost is $2064, averaging out to more like $410 per year.

MG has a 10-year/250,000km warranty that’s pretty impressive by industry standards, and the warranty also covers its EVs.

It’s important to note that the convertible roof is one of a few items (including 12-volt batteries and light bulbs) that MG covers for less than 10 years. In the case of the roof it’s only five.

It’s worth closely reading the fine print before you crack into buying a car, regardless.

There are also ten capped-price services which occur every 12 months or 25,000km, ranging from $246 to $785. The average price per service is $503.40.

MG also offers free roadside assist for the period of the warranty.