► A bigger mainstream electric SUV from MG
► Stacks of kit, loads of space, big value
► Our advice? Stick to the single-motor model
Launched into the UK in November 2025, the MG S6 electric SUV is the larger, more expensive sibling to the MG S5. It’s not what MG calls ‘a technical showcase’ – that’s reserved for the Tesla Model 3 challenging IM5 and the equivalent IM6 SUV. Instead, it sits atop the core offering of mainstream MG electric vehicles (EVs), which are all built on the firm’s Modular Scalable Platform.
On paper, the MG S6 is a C-segment SUV. But at 4708 mm long it plays a bit of hokey-cokey with the class above, stretching the boundaries of those antiquated alphanumeric segments. Even MG admits it’s rather large for the C-segment, but this has been a winning strategy so far. The MG ZS and MG S5 also offer more space and equipment than their rivals, and the S6 sets out to do exactly the same.
With prices around the £40k mark, MG is aiming to steal sales off the Skoda Enyaq and Volkswagen ID.4 cousins, while the cheaper Renault Scenic E-Tech and Citroen e-C5 Aircross keep it humble.
We’ve driven the MG S6 on UK roads. To see how it faired, read on for the full review. To see why should trust us read our how we test cars explainer page.
Should you buy an MG S6? This a comfortable, spacious and tech-laden family SUV with a five-star Euro NCAP rating. But there’s no need to go for the all-wheel-drive dual-motor. It doesn’t ride or handle as well as the rear-wheel-drive single-motor, and do you need to blast the family round at that sort of speed, anyway?
At a glance
Pros: Heaps of space, plush cabin, well priced for the kit you get
Cons: AWD is easily unsettled, unimpressive driving range, bland
What’s new?
The S6 EV is a new addition to the MG line-up, but you could be forgiven for mistaking it for an S5 at first glance. Or for assuming it’s just another anonymous model passing through the revolving door of Chinese SUVs.
However, unlike its S5 stablemate, you can get the MG S6 with all-wheel-drive. I wouldn’t bother with that, though; you’ll find out why later. Styling-wise the S6, takes a couple of cues from the Cyberster roadster, with its split grille and rear bumper, and adds a full-width light bar on the boot, as is the fashion these days.
As a larger medium SUV, packed with tech and capable of keen performance it makes its European rivals look wildly overpriced. The top-sec dual motor MG S6 Trophy sprints 0-62mph in 5.1sec and costs £43,995. To get similar pace from a VW ID.4 GTX or Skoda Enyaq vRS you’ll need to fork out in the region of £52k.
What are the specs?
You can choose between two powertrains: a RWD single motor referred to as the LR or Long Range, and an AWD dual-motor performance version that MG labels DM. Both share the same 77kWh battery pack and top out at 124 mph.
In the RWD model, the lone motor produces 241bhp and 258lb ft of torque, for a plenty-fast-enough-for-a-family-SUV, 7.3sec sprint to 62mph. Upgrade to the DM, and the S6 delivers 356bhp and 398lb ft of torque, hence the brisk 5.1-second sprint.
The single-motor version claims a WLTP figure of up to 329 miles, while dual-motor manages a 301-mile driving range. While that’s a commendable small difference (in theory) given the extra performance, the whole outlook is a little lacklustre when rivals including the e-C5 Aircross claim over 400 miles per charge.
On a cold November day, I managed to average just 3.0 miles per kWh in the dual-motor variant, over a mix of roads. That’s equivalent 231 miles of range, quite a jaunt away from that theoretical 300-mile mark.
Charging peaks at 144kW DC, meaning a 10-80% top-up on a rapid charger takes 38 minutes in the best possible circumstances. Not exactly scorching fast, but reasonable for the size of the battery pack.
The S6 comes packed with ADAS and was awarded a maximum five-star Euro NCAP safety rating,
How does it drive?
The rear-drive LR feels much more nimble than the all-wheel-drive DM. It’s happier turning into corners, and is more composed over lumps, bumps and varying road surfaces. The DM’s front suspension setup has been adjusted to handle the extra 100 or so kilos, but there’s been no associated revision to the anti-roll bar. Which might explain the less planted feel and slightly vague turn-in.
The DM just doesn’t seem to relax on coarser tarmac, and feeling the texture of the road isn’t the kind of communication I need in a family SUV. You might not feel exactly hard done by, given the extra pace, but the LR glides more freely over the road and feels a more complete experience as a result.
There are five driving modes, and they adjust the amount of power available, the steering weight, and accelerator pedal sensitivity. If you’ve been cursed with a heavy right foot, setting the pedal to ‘heavy press’ might just save you from a speeding ticket. Or drive you bonkers.
Still, the brakes are firm and nicely linear and the MG S6 is relaxed around town. Off the line, it feels somewhat restrained, but the punch is found in the mid-range, making short slip roads and overtaking a breeze. It’s quiet, calm drive (if you restrain that right foot in the DM variant), with a balanced and predictable chassis.
I found Sport mode behaved a little differently on the two powertrains. While it unlocks full power on both and weights up the steering, on the DM the steering feels far too heavy for my feeble wrists. This doesn’t add to the engagement. It just seems like a poorly judged shortcut compensating for the lack of genuine feedback that instead makes an already heavy car feel like even more hard work.
In Comfort, accelerator response is dialled right back. Coming out of a junction takes a shove of the accelerator, a VAR decision and a red card before getting some forward movement. For every day driving around town, Normal mode is the sweet spot. Though I did enjoy personalising things in Custom, adding a little heft to the steering and sharpness to the throttle, which felt sweeter on B-roads.
What about the interior?
The MG’s cabin feels upmarket, especially in the lighter cream and black trim combo. ‘Feels’ being pertinent here, as after about two hours in the S6, there was a small squeak in the driver’s door, though I couldn’t quite pinpoint it. Fortunately, the radio made an easy job of drowning it out.
Even so, the choice of materials in Trophy spec cars achieves an approximation of sophisticated and premium, with fake leather and suede-effect material on the seats and around the dash. The controls feel sturdy and the 12.8-inch screen with Android Auto and Apple CarPlay is bright and responsive.
It’s also a nice touch that all models come with a 50W ventilated wireless phone charger, which successfully avoided melting my phone during rapid charging.
More brownie points for the practical ergonomics. Physical volume and climate controls are in just the right place so you don’t have to take your eyes off the road. The thumbsticks on the steering wheel are also a nice change from plasticky directional or haptic feedback buttons.
Better yet, it is cavernous inside. Three passengers can sit comfortably in the back, even with a leggy driver. Boot capacity is 674 litres with the back seats up and grows to 1,910 litres with them folded.
There isn’t any extra space under the boot floor to hide messy charging cables. Instead there’s a 124-litre frunk (102-litre for the dual-motor), which easily swallowed the bagged charging cables and my work backpack.
Before you buy (trims and rivals)
The MG S6 comes in a choice of three trims, with a £3,000 step-up from one to the next.
The base SE Long Range comes in at £37,995, and that includes 19-inch wheels, heated front seats and steering wheel, and black cloth seats.
Pick of the bunch is middle-grade Trophy Long Range, which at £40,995 includes 20-inch wheels, a 360-degree camera, the comfy faux leather and suedette heated and ventilated front seats, heated rear seats, a HUD, and a panoramic roof. It also bumps the stereo from eight to 11 speakers, though it’s a shame that adding more drivers doesn’t equate to better sound quality – it was not enjoyable.
At £43,995 is the flagship Trophy Dual Motor. This adds the additional motor at the front and boosts output by 115bhp, but sacrifices around 30 miles of range and compromises ride and handling.
There are two rivals that are hard to ignore for value while offering plenty of, but not quite as much, space: the Citroen e-C5 Aircross, which undercuts the MG by a snip under £4,000, and the excellent Renault Scenic E-Tech for £2,500 less.
However, the S6’s interior lends itself to a more premium market, even if the badge doesn’t quite cut it. Similar money would only afford you a slower, entry-level version of an Enyaq or ID.4. And in base spec, those don’t actually feel all that premium.
Initial verdict: MG S6 EV
MG has added another perfectly adequate electric SUV to its line-up. The S6 is worth a look if space, tech and punchy performance are on your wish list. It’s incredibly competent, and ideal for moving family and flotsam, in a safe, practical package.
The LR Trophy in particular is a great blend of comfort, plushness and value, and has enough performance to shade its European competition. If only LR really did translate literally into long driving range – something closer to the top end of the 300s rather than barely into them would have done it – and it would have been a firm recommendation.
Stats below are for the MG S6 EV Trophy Long Range