If I asked you to think of a modern roadster, which model would come to mind besides the Mazda MX-5? Exactly, not many. The MG Cyberster GT wants to pay homage to this type of car, of which MG has produced many versions in the past, with an extremely modern and, above all, electric proposal.
MG Cyberster GT: our tops & flops
There was a moment during the test that made me understand more than others that the car succeeded in its intent, namely to attract the attention of enthusiasts. I’m not referring to comments like “I have to admit I like it, even though it’s electric,” which already say a lot.
But while I was driving, I happened to meet an elderly gentleman in his 1960s red MG B, exactly like my Cyberster, who looked at me and gave a very satisfied smile. That, at least for me, is the signal of a car that manages to appeal to everyone, even those used to very different cars.
The MG Cyberster GT is certainly more spacious than most roadsters on the market, definitely more powerful with an acceleration that surpasses even many Ferraris as its 0-100 km/h is 3.1 seconds, and sufficiently spectacular. But it remains, like all roadsters, a car not for everyone: it has only two seats, the trunk fits two trolleys and perhaps a backpack, and it is very low. In short, not a family car: but if you enjoy driving and reliving open-air sensations, this time without noise and with enviable performance, even with all-wheel drive and a total of 510 hp.
Yet, I would choose the Trophy: it loses a motor and is less powerful, but it is also more human. More suitable, therefore, for a Grand Tourer temperament and certainly not for the supercar DNA this car has, with the fun in my opinion greater thanks to the rear-wheel drive. It also keeps the 74 kWh battery and, being less energy-consuming, brings the range to over 500 km, truly realistic given the low weight, for an electric car. A big advantage for a car designed to be driven, which falls a bit short in terms of fast charging, maximum 140 kW requiring about 40 minutes for 80%.
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Everyone turned to look at it
The design of the Cyberster pays homage to MG roadsters of the past. Firstly, the MG B I mentioned earlier (and again, that encounter in those circumstances is a rare stroke of luck), but also the MG RV8, up to the F, to name a few: part of MG’s 101-year history as a brand, now experiencing a completely new phase under Chinese SAIC Motor.
It does so without needing, from a design point of view, to be like those roadsters; and despite being much bigger and heavier, far from the compactness and lightness typical of those cars. For example, the hood is very long as tradition dictates, but underneath it is all covered, there is no engine since it is electric (and the electric motor is very compact), nor a frunk. This is a pity because there would have been space.
Other references to the past are the fabric roof and the large MG logo on the trunk, in the same red as this test, very beautiful though perhaps a bit too similar to Mazda’s Soul Red Crystal. The rest, however, is all modern. The most identifying part is definitely the rear, with the very wide brake light, which actually acts as a spoiler, and the two arrows (literally) that constitute the main lights and indicators. I like it, but it’s very personal.
Another divisive element are the electronic scissor doors, without handles because they open with a button, and with overly sensitive sensors: just being nearby makes them lock. Nevertheless, they are spectacular, a tribute to the supercars it wants to join, and, as always, not very practical. They take about 7 seconds to open, creating a bit of anxiety in covered parking lots, while the only useful side is in tight parking spaces, where they indeed show an extra advantage.
Yet, for all their impracticality, perhaps not having them would make the Cyberster lose the futuristic touch that it carries even in its name. And this is what drew the attention of practically everyone during the week I had it, even on the so-called Danish Riviera, where I enjoyed driving it with the top down, and where flashy cars are not lacking despite the Law of Jante.
This is the GT, but there’s practically no way to visually distinguish it from the Trophy except for the wheels, here 20” (on the Trophy they are 19). Both show Brembo brake calipers on the front wheels. Still, although built on a Chinese platform with SAIC motors and batteries, there is a superior British component compared to other MGs.
The same design bears the signature of Englishman Carl Gotham, and the car itself, like all MGs sold in Europe, was tuned by a team of engineers in Longbridge, Birmingham.
Modern interior
The Chinese side shows more on the inside: the car has four screens, fortunately not huge and, fortunately for European brands, far from having smooth and pleasant software. It seems the various displays were designed by teams that never met or drove the car.
Result: the two side instrument screens are blocked by the steering wheel, especially with Android Auto/CarPlay and Google Maps practically invisible, as is the rearview camera projected on the right screen. The reason seems to be that originally the Cyberster was to have a yoke steering wheel, but then they changed their mind without updating the display layout. Additionally, graphics are inconsistent.
With some patience, one gets used to it. The right display remains superfluous: shows an unreadable digital manual, a quick link to the nearest MG dealer, and a pie chart dividing consumption among motor, climate, and battery management. The left one, when not showing apps, has an integrated navigator that works well but not perfectly, and little else. The only one that makes sense, and indeed is convenient, is the center tunnel display, next to the gear buttons: it’s the climate display, intuitive and easy to use for the first time, and other menus concern driving parameters such as ESC activation, AutoHold, One-Pedal Drive, and MG Pilot ADAS.
Regarding quality, nothing to complain about. The interior takes the exterior red and varies in materials from leather to suede-like fabric, and in layout pays homage to supercars, with integrated screens (albeit worse than much more expensive hypercars) and the substantial center tunnel extending from the dashboard, also integrating a passenger handle for support. Again, not necessary for an electric car, but gives a familiar feeling.
Seats, likely due to the battery, are quite high for a car of this type, never too rigid nor overly supportive. The former is better for the back; the latter, perhaps better if more enveloping, given the car’s acceleration.
The GT name is perfectly fitting.
Another modern point: the car has no ignition button. Sit down, press “D” and it starts. No parking brake button either — it’s electronic and activates with P. Typical also of combustion supercars nowadays.
On the road, the Cyberster has a rather softened character. The suspension has quite a bit of roll and a sense of top-heaviness, accentuated by high seating and restless damping. The steering is not immediate, seeming more like a video game, and even from this and all the electronics, it is clear it was originally designed for a yoke style.
Brakes are good. Regeneration is not among the worst, and learning to manage it with the left paddle becomes intuitive and pleasant. The right paddle changes driving modes (Comfort, Sport, Custom). There are also two buttons: left for cruise control, right for Super Sport.
Overall, the Cyberster is a compromise: fast, yes, but with a slightly soft chassis and little steering feedback. Not exactly the pure sports car DNA. That’s why the Gran Turismo name suits it: the soft attitude encourages enjoying the trip more than sharp, dynamic driving, which wouldn’t provide the expected satisfaction. And there is a launch mode that lifts your stomach: press brake and accelerator together for a few seconds, and the car takes off like few others on the market, very fun, and certainly if abused, ruining the Pirelli P-Zero tyres. But it’s more a fun mode than the car’s character.
Yet, there is a surprisingly fun aspect of the Cyberster: driving on quiet, hilly, or country roads with ESP off. Here you return to the old times, as old MG enthusiasts would dream. No “Dynamic Plus” intermediate mode: it turns off completely, old style. With some practice you can get interesting drift angles before the electronics straighten everything, and with the right countersteer, it’s genuinely fun.
