MG MG5 EV

For a few years, the MG MG5 EV had a strange kind of monopoly: it was the only fully electric estate car (station wagon, if you’re outside the UK) that ordinary buyers could actually afford. Vauxhall and Peugeot eventually built rivals, but both landed around 25-30% more expensive. MG just kept selling the same car at roughly the same price, year after year, until it didn’t.

The MG MG5 EV launched in 2020 and got a proper facelift in 2022 — new front end, a screen that finally sits on top of the dashboard instead of sunk into it, updated software. Underneath, it barely changed. There was only ever one motor and one battery combination on offer, which is unusual in an era when manufacturers love splitting a single model into six trims with three different battery sizes. You got a 61.1kWh battery (57.4kWh usable), a 115kW/156hp front-mounted motor, and depending on wheel size, a WLTP range of either 250 miles on the SE or 235 miles on the Trophy. The bigger wheels on the Trophy trim cost you range through extra rolling resistance — a small but honest trade-off MG never tried to hide.

DC fast charging tops out around 87kW, which gets you from 10-80% in roughly 40 minutes. That number looked fine in 2020. By 2026 it looks a bit dated next to cars charging at 150kW or more, and it’s the clearest sign of the MG5 EV’s age. Real-world efficiency lands around 3.5-3.6 miles per kWh, which is solid for a car this size, though motorway driving eats into that range faster than the WLTP figure suggests — true of basically every EV, but worth saying anyway.

Pricing sat around £31,000 to £33,500 in the UK toward the end of its run (roughly $39,000-$42,000 / €36,000-€39,000 at recent exchange rates — MG MG5 EV was sold primarily in the UK and parts of Europe, not North America, so there’s no official USD pricing to point to). For that money you got a genuinely useful 464-litre boot, expandable to 1,456 litres with the seats down, plus MG Pilot driver assistance as standard: automatic emergency braking, lane keep assist, traffic jam assist. None of it is class-leading. All of it is there.

The interior never stopped feeling like where it came from — a value-focused Chinese manufacturer building down to a price. Soft-touch surfaces show up in places you’d notice, cheaper plastics show up everywhere else, and the infotainment system, while better than the original, is still fiddly enough that most owners will default to CarPlay or Android Auto and never look back. That’s a fair trade for the price, but it’s not something to gloss over.

Depreciation tells its own story: after three years, the MG5 EV holds onto roughly 44% of its original value — noticeably behind the MG4’s 53%, according to residual-value data from UK dealer network analysis . Cheap to buy rarely means cheap to own outright, and the MG5 EV is a case study in that gap.

Production wound down around mid-2025 (confirm against current regional listings before treating as final for every market), and MG hasn’t replaced it with a like-for-like electric estate. The closest thing in the current lineup is the MG MG5 EV, a compact SUV built on newer underpinnings with bigger battery options — a different body style solving a similar budget-EV problem. Whether that counts as a replacement or just MG following where the market went is a matter of opinion. The estate buyers who liked the MG5 EV specifically for not being an SUV are, for now, out of options in this segment.

MG MG5 EV Photos

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Full Electric Vehicle Specifications