Long journey: Gothenburg – Stockholm with MG5

Before we go into the details of the trip we take a tour of the car. The battery capacity is 61.1 kWh gross. Fast charging is possible with an output of up to 87 kW. With the AC charger, the car can receive up to 11 kW.

One of the more interesting details on the MG is that it has V2L (Vehicle-to-load). This means that you can drive and charge external devices via the car’s high-voltage battery. The brochure suggests grills and electric bicycles.

Even before the start, you can perceive one of the 5’s major weaknesses: Seat comfort. The support for the left foot is too close to the driver, the steering wheel can not be pulled as much as you want and the seat cannot be tilted. This makes the sitting position a compromise. The noise level is a bit high but probably not too bad among other budget electric cars.

The suspension is all the better, albeit a little too tight and talkative. However, the stiffness provides good body control. There were no major problems with the mood when the 43 miles to Stockholm were completed.

At the first charging stop, we drank coffee in an MG-gilded thermos mug. There is no steering wheel heating and the seat heating can only be selected in one level.

Start Tollered, 14.40

Trip computerkm: 0,0
Driving timehh.mm: 00.00
Average speedkm / h: 0
ConsumptionkWh/100 km: 0.0
Scope kvar, km: 248
Battery level%: 74
Temperature°C: 5


The clock struck 13.40 and we rolled up on the E20. The range was 248 kilometers. I wanted to test the car’s navigator and keyed in Rödluvevägen in Järfälla. To reach the suburbs north of Stockholm, the journey went via the E20, which was changed to the E18 at the height of Örebro.

After ten miles, 13.6 miles had been reached and 11 remained. To put the car to the test, I avoided A Better Route Planner and looked for charging via the infotainment system. The navigation can show charging stations along the route and then provides a long list of places to choose from. If you are looking for fast chargers, it is of course possible to filter by charging power. Anyway, I found a good 50 kW charging post a bit after Mariestad. However, the car must be able to handle 87 kW, so Ionity Mariestad, which can offer up to 350 kW, was a better alternative. Why did it not appear in the list? Good question. However, it appeared later.

The ion charger did not only appear in the car’s navigation, after a while the small flash appeared on the road signs. 1,000 meters left, then it was time for charge number one. A lot of road construction and reduced speed reduced consumption during the first stint.

Charging stop 1, Ionity, Mariestad, 16.04

Trip computerkm: 137,9
Driving timehh.mm: 02.12
Average speedkm / h: 62
ConsumptionkWh/100 km: 18.7
Temperature°C: 2

Scopekm: 80 → 193
Battery level%: 28 → 60
Charging timemm.ss : 25.35
Charged energy, kWh: 21,3
Costkr: 185,11
Payment method: Ionityapp

On the way to charger number two, we saw the first real warning about low battery levels. “Low charge. Aggressive driving is not recommended,” it said a little later.

The charge in Mariestad did not impress. But with almost 30 percent left in the battery, it was hard to be too critical. In any case, it took a while before the car had time to get enough temperature in it to step over even 60 kW towards a maximum of 87. However, the average power after charging was a decent 63.3 kW, so it probably went faster than on the first intended 50 kW post.

After snapping a couple of pictures and taking a couple of sips of coffee, we rolled on without really checking where the next charging stop would be. The undersigned was tired of charging and took a chance that it would be enough to take the car to a good pole with sufficient power. Preferably with food as well.

After a little more searching in the navigation, the next charging post could be dotted. In Arboga, there should apparently be a terminal that can give up to 120 kW to the right car (not MG5). The journey continued, hopefully with fewer slow stretches of road works.

“Blipp”, that was all that was needed to start the charge at pole number two. It’s just how smooth it should be. The trend with one app per vendor and special tiles is hopefully overplayed soon.

Charging stop 2, Allego, Arboga, 18.20

Trip computerkm: 291,2
Driving timehh.mm: 03.55
Average speedkm / h: 74
ConsumptionkWh/100 km: 19.4
Temperature°C: 0

Scopekm: — → 226
Battery level%: 4 → 78
Charging timemm.ss : 42.20
Charged energykWh: 45,4
Costkr: 252,48
Payment method: Show debit card

The posts were three in number and had two contacts each. If you are alone with your charger, you can get up to 300 kW, otherwise you have to share the power and settle for 150.

The electricity was enough to reach Arboga as planned. But the margins were not good, already on the highway the range figure was replaced by three dashes. However, there was never talk of range anxiety and no yo-yo driving (accelerating, braking, accelerating, braking) to force up the battery temperature before charging.

The number of road works decreased during the second section and thus the average speed increased. But the MG is not a power eater. Below 20 kWh / 100 km (so far) may be considered good.

The 120 kW charger mentioned above did not happen. Namely, there were four brand new chargers of up to 300 kW and shone in the spring sun when the MG slid in with only four percent left. Now the conditions were optimal to have a good effect.

This time we also got to see the MG (almost) maximize the charge. 82.7 kW showed the screen at its highest. Yo-yo driving was not needed. Inside the screen there is a setting to heat the battery but it is mainly done to keep the operating temperature and not to make charging as fast as possible.

The charging company Allego was new to the undersigned. The worry of having to download another app, create another account and put the card details in a charging app too close to the millionth time was imminent. But the fear was unnecessary, the pole allowed contactless payment. Thank you, it does not get smoother than that.

The stop was of the longer kind as dinner was to be swallowed and when it was ready the car had reached a range of 226 kilometers. By a margin sufficient to cover the remaining 14 miles.

Upon returning home, there were no chargers available. Luckily the car finished with around a quarter of the energy left in the battery.

Finish Järfälla, 20.30

Trip computerkm: 429,0
Driving timehh.mm: 05.21
Average speedkm / h: 80
ConsumptionkWh/100 km: 20.5
Scopekm: 64
Battery level%: 27
Electricity costtotal, kr: 437.59
Charged energytotal, kWh: 66.7
Charging timetotal, mm.ss: 67.55
Temperature°C: -1


The MG finished just as expected. No major problems appeared during the trip, but the car’s features show that you get what you pay for. It is difficult to say that the charging is too slow or that the range is shorter than it should be when the leasing price is a paltry SEK 2,690 per month for 36 months and 1,000 miles. The purchase price of SEK 419,900 is also low, but it is not as magically sensible as the leasing cost.

It can be added that the cruise control worked well during the whole journey and that it never offered any sudden or rapid decelerations, while the computer was not slow on the gas when the road became clear or when we had to overtake.

It took around an hour to charge the car to finish. Consumption landed at a reasonable 20.5 kWh per 100 km. But they probably wished it could have been a little lower.

It can be stated that MG5 does exactly what it is intended to do. It does not attract attention and takes people from point A to point B, just as customers want it. In addition to being cheap, of course. However, MG should have spent more time on the sitting position.

After a full charge the next day, the car showed a range of 270 kilometers.

Source: Senaste nytt från auto motor & sport by www.mestmotor.se.

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