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Top Gear
4 days ago
- Automotive
- Top Gear
MG Motor UK IM6 Driving, Engines & Performance
Driving What is it like to drive? With the exception of its ballistic launch ability, the MG IM6 is completely devoid of emotion, involvement or humour. But then this is a big, heavy electric SUV, so let's not knock it for that because it's hardly a lone offender. We will knock it for the ride quality. Forget about a fly in the ointment, this is like finding larvae in your toothpaste. As standard the MG runs double wishbone front suspension and multi-link rears, but both ends of the car fidget endlessly and bumps clunk noisily through the cabin. Advertisement - Page continues below The motorway – where most of these will probably end up – is about the only place you'll get any peace from it, but on country roads? Forget it. Launch Edition IM6s get air suspension with 70mm of ride height adjustment, plus damping control that'll respond to changing surfaces and the drive modes: it's far less agitated, but still quite firm and harsh over rough roads. We rather suspect MG will u-turn on making it a launch feature only, but let's see. It's, er, not a driver's car then? Or a passenger's car, we'd argue, but we know what you mean. Body roll is suppressed well for a car this size, but it won't egg you on on a twisty road. You'll gather speed as quickly as you want it and the brake pedal – while a bit spongy – offers decent modulation of the Continental-supplied system (four-piston fronts and single-piston rears, operated by brake-by-wire). But in corners? The sequence goes like this: arrive, turn in, understeer, lift off, apply more lock. Repeat as needed. Hardly a dealbreaker given its remit, but we know from the Mustang Mach-E that some level of engagement should be possible. Advertisement - Page continues below Driving modes include Super Eco, Eco, Comfort, Sport, and Custom, though only on the trick suspension will any of these alter the ride. In case you end up finger-smashing the Comfort mode to no avail. You can alter the regen, but only through the screen – even the strongest setting isn't that potent. Hmm. Can you tell me *anything* good about it? The soundproofing is excellent. Double-glazed soundproof glass limits sound intrusion and active road noise cancellation fights off anything else that does make it through. It doesn't quite reach VW Tayron levels of isolation, but it's very good indeed. In fact, it probably worsens your perception of the suspension thunk because it's the only outside noise you'll hear. The IM6 also has some party tricks up its wheelarches. Rear-wheel steering usefully tightens up the turning circle by flexing the back wheels by 12 degrees, but it also allows something called 'crab mode' to introduce some sideways-ish action for parallel parking. Might prove handy. It's also equipped with automatic parking software, which will scan your surroundings for open spots and then whizz the car into whichever one you choose on screen. A little too quickly for our liking, but it stuck us bang in the middle of a space between two cars so we can't fault its accuracy. You haven't mentioned range. Is it as good as the 'official' numbers say it is? It was never going to be – as is the case with every electric car sold anywhere, ever. The Long Range promises 388 miles from its 100kWh battery (96.5kWh usable) but on a warm day with precious little energy-sapping motorway running, we saw 2.8 mi/kWh. So about 270 miles in practice. That puts it in the same ball park as the similarly priced Tesla Model Y Long Range. Its trump card is charging ability: the NCM battery runs an 800v platform, with DC charging peaking at 396kW. On a charger that can actually reach that – of which there are precious few in the UK – a 10-80 per cent top-up ought to take just 17 minutes. Think of it as future-proofed, then. Highlights from the range the fastest 553kW Performace 100kWh 5dr AWD Auto 0-62 3.5s CO2 0 BHP 741.6 MPG Price £50,930 the cheapest 300kW Long Range 100kWh 5dr Auto 0-62 5.4s CO2 0 BHP 402.3 MPG Price £47,930 the greenest 553kW Performace 100kWh 5dr AWD Auto 0-62 3.5s CO2 0 BHP 741.6 MPG Price £50,930
Auto Car
01-08-2025
- Automotive
- Auto Car
Turns out you can still buy a sublime, sweet-handling Jaguar saloon in 2025 - and it's only £4000!
Verdict Good Poised yet pillowy ride Engaging, balanced handling Mid-sized exec space for a compact exec price Bad No PHEV powertrains Back seats aren't the roomiest Four-cylinder diesel engine is polished, but not exactly punchy 'Good to drive' was convenient enough shorthand for the previous XF's most likable quality. But with its updated platform, pleasing mix of engines and class-leading dynamics, the XF had grown into a more mature, better all-round prospect for its second-generation. Around the XF's excellent steering, good ride quality and feelsome balance, Jaguar had clustered a spacious, well-finished and very handsome car. It would have been a near-flawless one if Jaguar had succeeded in polishing the Ingenium powerplant to the same standard. Updates made to the XF in 2020 only made it more desirable, and at the very end of its life its package was as strong as it had ever been. It had the cabin quality and sophisticated on-board technology to go with its appealing ride and handling that had always set the car apart. Model tested: Jaguar XF D200 R-Dynamic HSE Black Price as tested: Unspecified Engine: 4 cyls in line, 1998cc, turbo, diesel, plus 48V hybrid assist Transmission: 8-spd automatic, rear-wheel drive Driveline layout: Front, longitudinal, RWD Model tested Jaguar XF D200 R-Dynamic HSE Black Price as tested Unspecified View all specs and rivals Engine 4 cyls in line, 1998cc, turbo, diesel, plus 48V hybrid assist Transmission 8-spd automatic, rear-wheel drive Driveline layout Front, longitudinal, RWD Torque 317lb ft at 1750rpm Rivals BMW 320d Touring Mercedes C220d Estate Torque 317lb ft at 1750rpm Rivals BMW 320d Touring Mercedes C220d Estate Next Prev In partnership with
