- Heritage Brand Reborn: MG (Morris Garages) – a century-old British sports car marque now owned by China’s SAIC Motor – has launched the MG Cyberster, an all-electric two-seat roadster, marking the brand’s return to sports cars after a decades-long hiatus autoweek.com autoweek.com.
- Striking Design & Tech: The Cyberster sports dramatic styling true to its 2021 concept – flashy scissor doors, arrow-shaped LED taillights, a long sculpted hood, and a folding soft-top roof caranddriver.com caranddriver.com. Inside, a triple-screen digital cockpit and modern amenities blend retro roadster spirit with futuristic tech.
- Performance Specs: With a 77 kWh battery, dual-motor GT versions pump out up to ~536 hp (0–62 mph in ~3.2 s) and ~300 miles range, while single-motor Trophy trims (~335 hp) do 0–62 mph in about 5.2 s topgear.com. Top speed is limited to ~124 mph caranddriver.com. Launch control and advanced driver aids come standard.
- Aggressive Pricing: In the UK, Cyberster pricing starts around £54,995 for the base RWD model, rising to ~£60k for the AWD version autoexpress.co.uk fullycharged.show. That undercuts many rivals – positioning the Cyberster near a BMW Z4 or Porsche Boxster on price, but in a unique niche as an electric convertible.
- European EV Market Impact: The Cyberster’s European debut is significant as Chinese EV brands (MG, BYD, etc.) rapidly gain market share. Chinese-built EVs could capture 25% of Europe’s market in 2024 autoweek.com, pressuring local automakers. MG’s sporty halo car “will put the wind up European manufacturers” and challenge the notion that affordable EVs must be boring topgear.com.
- Rival Comparison: Few direct competitors exist yet. Tesla’s upcoming Roadster (still unreleased) aims for supercar stats (0–60 in 1.9 s, 250+ mph top speed, 620 mile range) at a ~$200k price motor1.com motor1.com – far above the Cyberster. Porsche’s Taycan (a four-door EV) delivers sports car handling and as quick as 0–60 in ~2.3 s, but costs well into six figures for top trims motor1.com. Exotic hypercars like the Rimac Nevera eclipse all with 1,900+ hp and 0–60 in 1.74 s (priced ~$2 million, 150-unit production) insideevs.com. Lotus’s new Emeya “hyper GT” sedan (905 hp, 0–62 in 2.8 s) targets the Taycan’s segment at an expected ~$100k+ roadandtrack.com roadandtrack.com. The Cyberster occupies a unique affordable EV roadster slot below these extremes.
- Early Reception: Reviews praise the Cyberster’s head-turning looks, strong acceleration and surprisingly comfy ride, but note its hefty ~1.8–2.0 ton weight dulls agility topgear.com. Auto Express (UK) rated it 4/5, calling the car “more open-topped grand tourer than MGB-style sports car,” cautioning that purists seeking a lightweight electric Miata-equivalent won’t find it here autoweek.com. Still, the “theatre of those scissor doors” and instant EV torque make it a fun modern grand tourer autoexpress.co.uk autoexpress.co.uk.
- Legacy Reimagined: The Cyberster’s launch (coinciding with MG’s 100th anniversary) underscores a trend of classic marques reinvented for the EV era. “MG is all set for an electric, sporting future and it is the perfect way to start celebrating our 100th anniversary,” said MG’s UK director, highlighting the brand’s effort to reconnect with its performance DNA topgear.com. Similarly, other heritage brands like Lotus (also revitalized under new ownership) and even Jaguar and Aston Martin are pivoting to electric lineups in coming years.
- EV Performance Boom: The broader luxury and performance car market is racing toward electrification. High-end GTs and supercars are going electric without losing speed – e.g. Maserati’s GranTurismo Folgore (818 hp EV coupe) does 0–60 in ~2.6 s with 202 mph top end maserati.com, and Rolls-Royce just launched its first EV Spectre as it pledges to sell only EVs by 2030 sapagroup.net. From hypercars to luxury cruisers, EVs are delivering blistering performance and zero emissions, though challenges remain in weight and driving feel. The MG Cyberster exemplifies how EV technology can revive classic sports car excitement – heralding a new era where instant torque meets iconic trademarks in the sports car segment.
MG Cyberster: A Design Fusion of Retro and Future
MG’s new Cyberster is a dramatic two-seat roadster that cleverly blends cues from the brand’s past with futuristic flair. The low-slung body features a long, sculpted bonnet and crisp side creases, evoking classic sports cars, while its techy details signal the EV age. Up front, aggressive LED headlamps and a sleek nose give a modern, minimalist face. In back, arrow-shaped taillights span the width with a Union Jack-like motif – a nod to British heritage topgear.com. Perhaps the Cyberster’s most flamboyant touch are its scissor doors, which swing upwards Lamborghini-style – an attention-grabbing feature carried over from the 2021 concept design caranddriver.com. Impressively, MG kept these wild doors for production, adding a bit of supercar theater to a car at a fraction of supercar prices.
The Cyberster’s convertible roof is a powered fabric soft-top, allowing open-air motoring in the best British roadster tradition. With the roof down, the car’s profile is sleek and low; with it up, reviewers note the car still looks “decent enough” and retains clean lines topgear.com. It’s a surprisingly large roadster – about 4.54 m long, making it slightly bigger than a BMW Z4 and closer to a Jaguar F-Type in size topgear.com. This provides a roomy cabin and even a usable trunk, adding grand-tourer practicality.
Inside, the Cyberster combines traditional driver-focused layout with futuristic elements. Behind the wheel, instead of analog gauges, there’s a sweeping digital display split into three sections wrapping around the driver topgear.com. This triple-screen instrument panel shows speed and driving modes in the center, battery and tire info on the left, and media on the right – a bold, high-tech cockpit design. Another touchscreen on the center console handles infotainment and climate controls. Reviewers describe the interior as high quality and well-finished, with a mix of sporty and premium materials (such as available red leather upholstery) topgear.com. Notably, the infotainment visuals are powered by gaming-grade chips, yielding smooth, flashy graphics (for example, in Sport mode the on-screen wheels “catch fire” as a gimmick) topgear.com. While some might find it over-the-top, it underscores the Cyberster’s aim to feel like a cutting-edge gadget as much as a car.
Despite all the modern tech, MG also channeled its heritage in subtler ways. The overall stance – long hood, two-seat cabin, rear-wheel-drive proportions – harks back to the classic MG roadsters like the MGB. MG’s design director Carl Gotham said the goal was “to create a design that was respectful of the brand’s illustrious past…while being absolutely clear that it should be modern and forward-facing” in line with MG’s EV future topgear.com. In practice, the Cyberster’s look is more futuristic than retro, but touches like the round MG badge and the roadster silhouette help tie it to the legacy. It’s a delicate balance of nostalgia and novelty – one that MG hopes will attract a new generation of buyers while pleasing long-time fans.
Under the Skin: Features, Performance and Technology
Beyond its looks, the Cyberster packs serious electric firepower and advanced features under the skin. All versions are built on a dedicated EV architecture with a large battery slab integrated into the floor and modern chassis tech. Two powertrain configurations are offered: a single-motor rear-wheel-drive setup, or a dual-motor all-wheel-drive setup autoexpress.co.uk topgear.com. Both use the same battery pack (around 77 kWh capacity in the AWD, with the RWD possibly using a slightly smaller 64 kWh pack in some markets). This battery gives the Cyberster a healthy driving range – approximately 250 miles real-world for the base version and up to ~300 miles for the dual-motor, according to early tests topgear.com. (Official WLTP range figures may be higher, but MG emphasizes realistic expectations over inflated test-cycle numbers.)
Performance is brisk even in the base trim: the rear-drive Cyberster (~335 hp) can sprint 0–62 mph in about 5.2 seconds topgear.com – on par with many petrol sports cars. Enthusiasts seeking maximum thrust can opt for the GT dual-motor model, which adds a front motor for a combined output around 536 hp (400 kW+). This range-topper slashes 0–62 mph to just 3.2 seconds – genuinely supercar-quick acceleration topgear.com. In practice, drivers experience an instantaneous surge of torque at any speed, a signature EV trait that makes passing and launching from a stoplight a thrill. However, the Cyberster’s top speed is electronically limited to about 124 mph (200 km/h) caranddriver.com, which, while plenty for public roads, is lower than what gas rivals or pricier EVs achieve. MG likely chose to cap it to preserve battery efficiency and because most customers won’t regularly exceed 120 mph.
The Cyberster also features modern chassis and software technologies. It comes with a multi-mode driving system – drivers can select modes like Eco, Sport, and a Custom mode, which adjust throttle response, suspension firmness (if equipped with adaptive dampers), and even the sound profile. While the Cyberster is nearly silent compared to a roaring gasoline engine, MG has reportedly given it some form of synthesized drive sound for sportier feedback, though one reviewer quipped that “an electric convertible with no engine noise is [like] apple pie without custard” – hinting that some visceral element is inevitably lost without an engine’s roar topgear.com. Handling-wise, the car uses a low center of gravity (thanks to the underfloor battery) and a balanced 50:50 weight distribution to enhance cornering stability. Sticky performance tires and large brakes (with available carbon-ceramic discs on some specs) help rein in its considerable mass. MG has tuned the suspension to be sporty yet compliant – in fact, testers were surprised by the smoothness of the ride over bumps autoexpress.co.uk, indicating it behaves more like a grand tourer than a harsh track machine.
One unique challenge for an electric sports car is weight. The Cyberster weighs on the order of 1.8 to 2 tonnes (4,000+ lbs) depending on spec, which is significantly heavier than a classic petrol two-seater. (For context, a Mazda MX-5 Miata is under 2,500 lbs, and even a big Jaguar F-Type roadster is ~3,500 lbs) topgear.com. MG’s engineers did shave some weight by using aluminum-intensive construction, but the battery alone weighs several hundred kilos. As a result, the Cyberster isn’t as tossable in tight corners as a featherweight roadster. Instead, it excels as a fast, stable GT car that can also handle twisty roads at a brisk pace – just without the ultra-light, go-kart feel of yore. Reviewers noted that the steering is precise but somewhat numb, and the car’s considerable bulk means “the Cyberster lacks that sense of occasion that the best open-topped [sports cars] deliver” when driven hard autoexpress.co.uk. MG appears to have acknowledged this trade-off, intentionally tuning the car for a broader grand touring role.
On the technology front, the Cyberster is every bit a modern EV. It offers over-the-air software updates, a comprehensive driver-assist suite (adaptive cruise control, lane-keep assist, 360° cameras for parking, etc.), and fast charging capability. While MG hasn’t publicized exact DC charging specs, one test saw an average of ~90 kW during a mid-range fast-charge session (30% to 80% in well under half an hour) topgear.com. The 800-volt electrical architecture (shared with MG’s parent SAIC’s other EVs) likely supports peak charging rates around 150 kW or more, meaning road-trip pitstops can be relatively brief. All Cybersters sold in Europe also come with MG’s 7-year/80,000-mile warranty, which is notable in the sports car world and reflects confidence in the battery and drivetrain longevity autoexpress.co.uk.
Perhaps the most eye-catching feature – literally – are the Cyberster’s “scissor” doors and their real-world usability. Some skeptics assumed these would be impractical gimmicks, but reviews found them surprisingly convenient: the upward-opening doors need little space on the side, making it easier to exit in tight parking spots topgear.com. Sensors prevent the doors from whacking low ceilings or curious onlookers. It’s a small example of MG blending style with function. Combined with touches like LED ambient lighting, voice-command infotainment, and smartphone connectivity, the Cyberster delivers a high-tech driving experience that stands apart from the minimalist, analog British roadsters of old.
MG: From British Sports Car Icon to Chinese EV Powerhouse
The MG Cyberster’s arrival is more than just a new model launch – it symbolizes the renaissance of a once-beloved British brand under Chinese stewardship. MG (Morris Garages) was founded in 1924 in Oxford, England, and earned fame through the mid-20th century for its affordable, fun-to-drive sports cars autoweek.com. Models like the postwar MG TC and MGA introduced Americans and Europeans alike to the joys of topless motoring, while the later MGB (1960s–70s) became one of the best-selling sports cars ever. For generations, the MG badge (an octagon logo) stood for lightweight roadsters with lively handling (if not always the most reliability – endearingly, classic MGs were known for “built-in oil leaks” as enthusiasts joke).
However, by the 1990s and early 2000s, MG as an independent company was in dire straits. After a merger into British Leyland and then a spin-off as part of MG Rover Group, the company collapsed in 2005. The famed MG works at Longbridge went quiet. The brand’s salvation came from an unlikely source: China’s SAIC Motor. Nanjing Automobile, a Chinese automaker, acquired MG Rover’s assets in 2006, and soon after SAIC Motor (Shanghai Automotive Industry Corporation) – China’s largest auto company – took over MG by absorbing Nanjing in 2009 autoweek.com. Thus MG became a Chinese-owned brand, although it has retained a design/engineering presence in the UK to tap into that British heritage.
For the past decade, MG under SAIC has reinvented itself primarily as a maker of value-oriented family cars – a far cry from two-seat sports cars. It has produced affordable models like the MG ZS crossover and MG5 electric wagon, which sold well in the UK and Europe by undercutting rivals on price. This strategy has seen MG re-establish a foothold in Europe; notably, MG’s sales in the UK have surged in recent years, with the electric MG4 hatchback and ZS EV contributing to the brand surpassing £1 billion in UK revenue autoweek.com. MG is now often cited as a success story of a Chinese automaker reviving a Western brand to compete internationally autoweek.com.
Within this context, the Cyberster is a bold departure – it’s MG’s first sports car since the mid-2000s MG TF and a deliberate halo product to elevate the brand image. Launching a flashy roadster is also a statement from SAIC: it signals confidence that MG is not just a budget brand but one with emotional appeal and historical legitimacy. MG’s UK executives have played up this narrative. “This is the perfect time to introduce an MG that completely reconnects with our performance DNA,” said Guy Pigounakis, MG Motor UK’s commercial director, adding that “MG is all set for an electric, sporting future” as it celebrates its centenary topgear.com. The Cyberster was even timed as part of MG’s 100th anniversary festivities – a way to tie the company’s future to its glorious past.
Crucially, while designed with input from MG’s UK design studio, the Cyberster is made in China, leveraging SAIC’s manufacturing might. (SAIC builds the Cyberster in a plant in China for both domestic and export markets.) This allows MG to benefit from lower production costs, but it does raise eyebrows among some British purists. To address this, SAIC announced in 2023 that it plans to build a new factory in the UK specifically to produce MG vehicles, as reported by the BBC autoweek.com. Though details are scant, this move could potentially localize some Cyberster production in the future, or at least final assembly, to wear the “Made in Britain” label again. It’s a strategic response as well to Europe’s consideration of tariffs on imported Chinese EVs – setting up shop in Europe could bypass trade barriers and soften the image of Chinese-made goods.
For now, MG operates as a global brand under Chinese ownership. SAIC’s deep pockets have allowed rapid progress in EV technology (SAIC is also behind China’s EV-only brand IM and has partnerships with GM and VW in China). MG can tap into this tech while capitalizing on its Anglo cachet – a combination that few brands have. The Cyberster’s development itself exemplifies Sino-British collaboration: styled in London, engineered with both UK and Chinese input, and built in Shanghai. It reflects how much the auto industry has globalized, and how legacy names can find a second life by teaming with new guardians.
Enthusiasts in MG’s home country have greeted the Cyberster with a mix of excitement and caution. There is pride that “MG is back” making sports cars, but also recognition that this is a very different MG – one that answers to Shanghai, not Abingdon. Still, the car’s reception at events has been largely positive. The Cyberster made its public debut at the Goodwood Festival of Speed 2023 in England, drawing big crowds to see its striking form up close electriccarsreport.com. It was also showcased at the IAA Mobility show in Munich 2023 – an unsubtle message that MG is targeting mainland Europe, not just the UK electriccarsreport.com. The car touring on display has drummed up considerable interest and press coverage, suggesting that MG’s strategy of marrying heritage and high-tech is capturing attention.
Why the Cyberster’s European Launch Matters
MG choosing Europe for the Cyberster’s launch (aside from its home Chinese market) is significant on multiple levels. It highlights how Europe has become a crucial battleground for the electric vehicle (EV) revolution, and how Chinese automakers see opportunity in challenging the established order there.
First, Europe – especially countries like the UK, Norway, Germany, and France – has rapidly embraced EVs due to strict emissions targets and generous incentives. EVs now exceed 20% of new car sales in some of these markets, and governments plan to ban new petrol car sales by 2030–2035. This transition opens the door for newer players. MG, under SAIC, actually re-entered the European market a few years ago specifically as an EV-focused brand, carving out a niche in affordable EVs (the MG ZS EV, MG5, and MG4). The Cyberster’s arrival gives MG a brand halo product in Europe – something exciting to draw customers into showrooms and improve brand perception beyond just “good value.” As a relatively accessible electric sports car, it could attract buyers who might otherwise consider a used Porsche or an upscale EV like a Tesla Model 3, thereby widening the appeal of MG.
Second, the Cyberster is one of the first Chinese-made sports cars to be sold in Europe, marking a new phase of competition. European automakers have so far dominated the luxury sports segment (Porsche, BMW, Jaguar, etc.), but mostly lag in offering pure-electric sports models. A commentary in Top Gear noted, “One thing’s for sure: this will put the wind up European manufacturers… and if competition improves the breed, then we’ll be better off – because there’s a lot of competition on the way.” topgear.com This suggests European firms will now feel pressure to accelerate their own electric sports car plans (e.g. Porsche’s upcoming electric 718 Boxster/Cayman, or BMW developing electric roadsters) in response to newcomers like MG. Essentially, the Cyberster is a wake-up call that Chinese-backed brands are moving upmarket and not content with just budget cars.
Additionally, Chinese automakers see Europe as the next major growth market as EV adoption in China matures. Reports estimate Chinese-built EVs could seize 25% of Europe’s EV market by 2024 autoweek.com. Brands like BYD, NIO, Xpeng, Great Wall (Ora), and MG are all launching models in Europe at aggressive price points. The European Commission even launched an anti-subsidy investigation in late 2023, concerned that Chinese EV imports benefit from state support and undercut European prices. MG’s ability to price the Cyberster around €60,000 – quite low for an electric sports car – underscores this competitive advantage. It’s an example of how Chinese firms can “flood foreign markets with cheaply priced EVs” while European automakers struggle with higher costs autoweek.com. If the Cyberster finds strong demand in Europe, it will reinforce the trend of Chinese entrants successfully breaking into segments once thought impermeable (like sports cars).
From a consumer perspective, the Cyberster’s launch expands choice. It offers European buyers something truly different: until now, if you wanted a two-seat electric sports car, essentially there were none available new. (Tesla’s original Roadster went out of production in 2012, and its high-profile successor has been repeatedly delayed; other niche projects like the Lotus Evija hypercar or small startups are either multi-million-dollar or vaporware for most consumers.) The Cyberster is beating many Western rivals to market: for instance, it arrives well before Tesla’s new Roadster (now promised in 2025) and ahead of any electric Jaguar F-Type replacement or electric Chevy Corvette. In that sense, MG is exploiting a white space – being first-to-market with an attainable EV roadster. This could earn it a loyal following and a PR boost as an innovator.
Moreover, MG’s heritage resonates particularly in the UK and some Commonwealth countries. The idea of a “Great British roadster” returning as an EV carries emotional weight. Even if the car is built in China, MG’s marketing emphasizes its UK design input and the legacy of models like the MGB. That narrative can help differentiate the Cyberster in Europe’s EV market, where many offerings (however competent) lack a historical story. As one publication mused, does the Cyberster mark a return of the Great British roadster? – framing it as the spiritual successor to the classic sports drop-top, now reborn for a zero-emissions era. If European consumers buy into that romance, MG could gain not just sales but also brand cachet, something that has been elusive for Chinese auto brands on the continent.
Finally, the Cyberster’s launch points to the maturing of EV technology – that it’s ready not just for sensible family cars, but for inspiring passion and driving enjoyment. Europe, with its deep car culture, is the perfect stage for this message. Should the Cyberster succeed, it may embolden other manufacturers to green-light electric sports car projects, knowing there is an appetite. In the broader view, it signifies that the EV transition has moved into a phase where no segment is off-limits, not even the hallowed two-seater sports car.
Cyberster vs. The Competition: How It Stacks Up
The MG Cyberster enters a nascent category with few direct peers today, but it inevitably invites comparison to several high-profile electric performance cars – both current and upcoming. Here’s how the Cyberster measures up against some notable electric sports and supercars:
- Tesla Roadster (2nd Generation): Perhaps the most talked-about future rival, Tesla’s next-gen Roadster was unveiled as a prototype in 2017 but as of 2025 remains in development. When (or if) it launches, the Roadster aims to be astonishingly quick and long-legged: Tesla CEO Elon Musk touts specs like 0–60 mph in 1.9 seconds, 0–100 mph in 4.2 s, a top speed over 250 mph, and an enormous 620-mile range per charge motor1.com. Those figures, if achieved, would dwarf the Cyberster’s performance. However, the Roadster will be a much more expensive machine – with an announced base price around $200,000 motor1.com – targeting the hypercar realm. It’s also a 2+2 targa (removable roof panel) rather than a soft-top two-seater. In essence, the Roadster is positioned as a “halo supercar” for Tesla, whereas the Cyberster is a real-world roadster for a far lower price. If the Roadster meets its claims (some skepticism is warranted; Musk recently said they “radically increased” the targets to include an option for rocket thrusters to achieve 0–60 in ~1.1 s motor1.com motor1.com), it will occupy a different stratum of the market. Still, both cars aim to demonstrate that EVs can be thrilling. The Cyberster will beat Tesla to market as an electric convertible, but the Roadster, when it arrives, will likely draw a different, ultra-high-end clientele.
- Porsche Taycan: While not a direct apples-to-apples comparison (the Taycan is a four-door sports sedan), Porsche’s electric flagship is a benchmark for performance EV engineering. The Taycan family (including the Cross Turismo wagon) has proven that an EV can deliver repeatable high performance and engaging handling – virtues sports car fans demand. In top Taycan Turbo S form, it launches 0–60 mph in about 2.3 seconds (with launch control) motor1.com, thanks to a 750+ hp dual-motor setup. Its handling is widely praised as “sports-car sharp” caranddriver.com, living up to Porsche’s reputation. However, the Taycan weighs over 5,000 lbs and, as a sedan, doesn’t provide the same intimate roadster experience. Price-wise, the Taycan starts around $100k (base RWD model) and climbs to ~$185k+ for a Turbo S caranddriver.com caranddriver.com – considerably more expensive than an MG Cyberster. Where the Cyberster competes with Porsche more directly is in spirit: MG’s engineers likely benchmarked how the Taycan balances performance and daily usability. Notably, MG’s decision to cap the Cyberster’s top speed at ~124 mph contrasts with the Taycan’s track-capable 161–168 mph (depending on model). But for most road use, the Cyberster will feel quick off the line – roughly on par with a mid-tier Taycan 4S in 0–60 sprint. It won’t have the cornering finesse or prestige of a Porsche, but then again it undercuts even the cheapest Taycan by nearly half. Also looming on the horizon: Porsche’s own electric 718 Boxster/Cayman duo, expected by 2025–26. Those will be two-seat sports EVs more directly comparable to the Cyberster. If Porsche infuses them with lightweight handling (as much as batteries allow) and Porsche pedigree, the competition in this niche will heat up considerably.
- Rimac Nevera: On the extreme end sits the Rimac Nevera, a Croatian-built electric hypercar that currently holds numerous acceleration and speed records. This carbon-fiber missile produces 1,914 horsepower from four motors and recently set a 0–60 mph time of just 1.74 seconds, with a quarter-mile in the low-8-second range – making it the fastest accelerating production car tested to date motor1.com insideevs.com. It also can reach an astounding 256–258 mph top speed given enough runway insideevs.com. However, the Nevera is a limited edition (150 units) hypercar costing over $2 million insideevs.com. It’s more a technology showcase (Rimac provides EV tech to other supercar makers, and notably now owns Bugatti) than a direct competitor to a roadster like the Cyberster. The purpose of mentioning the Nevera is to show the upper limits of EV performance – it proves electric cars can out-accelerate F1 cars and reach speeds previously reserved for petrol hypercars. The Cyberster is nowhere near that league, but it exists in the same era where a 1.4 MW electric monster can share headlines. In a way, MG benefits from the halo effect of such cars: the awe around EV performance created by Rimac, Tesla Plaid, etc., trickles down and makes consumers take EVs seriously as performance machines. Still, in any direct metric comparison (horsepower, acceleration), the Cyberster is humbly “entry-level” next to a Nevera – which only emphasizes how disparate the e-sports car category can be.
- Lotus Emeya (and Evija): Lotus, another British sports car legend now rejuvenated by Chinese ownership (Geely), offers two relevant points of comparison. The Evija is Lotus’s 2,000 hp electric hypercar (limited to 130 units, ~$2 million each), similar in vein to the Rimac – an indulgence for collectors. More pertinent is the forthcoming Lotus Emeya, a four-door electric “hyper GT” aimed at the Porsche Taycan and Tesla Model S Plaid. The Emeya will share many components with Lotus’s Eletre SUV, boasting up to 905 hp and 985 Nm torque, dual motors, and 0–62 mph in 2.8 seconds roadandtrack.com. Though a large sedan, the Emeya represents Lotus’s pivot into EVs and their effort to bring sports car DNA to practical formats. Price isn’t officially announced, but estimates put it in the £100k ($120k) range for high-spec versions roadandtrack.com. For MG, Lotus’s moves are interesting because Lotus is also leveraging a storied British name with Chinese backing (in Lotus’s case, Geely) to build EVs. The Cyberster could be seen as doing for roadsters what Lotus Emeya is trying to do for grand tourers: prove that an electric can carry the torch of a petrol predecessor. A more direct Lotus rival in the future will be the electric Lotus Type 135, a planned 2-seater sports car (co-developed with Alpine) to succeed the Lotus Elise/Exige, likely arriving around 2026. When that comes, the Cyberster will face an extremely handling-focused, heritage-rich rival closer to its own format.
- Others (Pioneering and Upcoming): The landscape of electric sports cars is only beginning. A few other models deserve mention: The Audi e-tron GT (a cousin of the Taycan) offers 637 hp and 0–60 in ~3.1 s in RS form – another four-door GT, priced from ~$140k, which shows how luxury brands price performance EVs. The Maserati GranTurismo Folgore, launched in 2023, is an electric 2+2 GT coupe with 818 hp and 0–60 in ~2.6 s, and a top speed of 202 mph maserati.com. That car is much pricier (likely $200k range) and targets a higher luxury bracket, but it’s an example of a legacy brand electrifying a performance coupe. In the more affordable end, one could consider the Nissan Leaf NISMO RC and other experimental track EVs – but those are not production road cars. In the future, as battery tech improves, we anticipate cars like a potential electric Mazda MX-5 Miata or a Chevrolet Corvette EV. Chevrolet, for instance, has hinted at an electric Corvette by later this decade, and Dodge is working on an electric muscle car (the Charger Daytona SRT concept previews an EV with fake exhaust sound and multi-gear transmission to entice muscle enthusiasts).
For now, the MG Cyberster stands relatively alone in offering a mid-price electric roadster. It doesn’t compete head-on with a Miata or BMW Z4 (those are far lighter, cheaper gasoline roadsters), nor can it chase multi-million-dollar hypercars. Instead, it occupies a middle ground: an EV sports convertible around the price of a well-equipped hot hatch or base Porsche, delivering supercar-like acceleration in a straight line but more touring-oriented dynamics. This combination of attributes hasn’t been available to consumers until now. MG essentially hopes to establish a new segment – the electric roadster for the masses (relatively speaking) – before other automakers join the fray.
Market Reception and Early Reviews
The MG Cyberster has generated substantial buzz among both consumers and the automotive press since its reveal. Pre-orders opened in the UK in mid-2024, and MG reported strong early interest, especially given the car’s unique proposition. Enthusiast forums lit up with discussions, as many long-time MG fans expressed excitement at seeing the marque return to its roots, while others debated whether the heavy EV could truly be “a proper MG.” As of its European launch, MG had not released official pre-order numbers, but some dealers started advertising the Cyberster with starting prices of £54,995 and finance deals – indicating that orders were indeed flowing in fullycharged.show. MG also took the Cyberster on a promotional tour (including the “Everything Electric” EV shows in the UK) to let potential buyers see it in person, which likely helped convert curiosity into sales fullycharged.show fullycharged.show.
Media reviews began to emerge in late 2024 and early 2025 as journalists got behind the wheel of pre-production and early production models. The consensus so far portrays the Cyberster as an impressive grand tourer with eye-catching style and speed, albeit not a razor-edged sports car in the traditional sense. Auto Express, a leading British car magazine, gave it a 4 out of 5 star rating autoexpress.co.uk. Their review headline summarized that “the MG Cyberster brings strong performance and eye-catching design, but is more open-topped grand tourer than MGB-style sports car.” autoexpress.co.uk Pros included its smooth ride quality – a surprise for a car on low-profile performance tires – and its “searingly quick” straight-line acceleration autoexpress.co.uk. They also praised the relatively spacious cabin; unlike cramped classic roadsters, the Cyberster has enough room and adjustability to accommodate taller drivers comfortably autoexpress.co.uk.
On the downside, Auto Express and others noted a few criticisms. The Cyberster’s hefty weight and GT orientation mean it “isn’t a true MG sports car” in the sense of light, nimble cornering autoexpress.co.uk. Pushed hard on a winding road, it lacks the delicate feedback and “sense of occasion” that one might expect from a top-tier open-top sports machine autoexpress.co.uk. Some even compared it to BMW’s big GTs – meaning it’s fast and composed, but a bit remote. Another common critique was the interior control layout, specifically the triple-screen instrument cluster and central touchscreen. While visually striking, a few reviewers found the UI a bit clunky – “awkward interior display screens” according to Auto Express autoexpress.co.uk – and missed physical knobs for certain functions. However, this is a matter of getting used to a new interface; many modern EVs have similarly moved to screen-heavy dashboards.
Interestingly, Auto Express directly addressed expectations versus reality: “If you’re looking for an electric Mazda MX-5, the MG Cyberster isn’t it,” they wrote bluntly autoexpress.co.uk. The point being, MG chose not to chase the classic lightweight roadster formula (likely unfeasible with today’s batteries) but instead created a different kind of car. That said, testers did find the Cyberster enjoyable in its own way. Top Gear’s reviewer, after driving a Cyberster in China, reported “I am impressed… the Cyberster is a hoot to drive”, describing its handling as easily approachable and even “kind of… jolly” on a twisty mountain road topgear.com. In the single-motor version, with less weight up front, the balance was praised and the performance deemed “absolutely enough” for spirited drives topgear.com. In essence, while it’s not as raw or visceral as a classic roadster, it can still plaster a grin on your face with its instant torque and grand touring charm.
Performance numbers from independent tests have yet to be widely published (as of launch, most drives were short). However, some Chinese media tests of the domestic model indicate the dual-motor Cyberster reliably hits 0–100 km/h in the low 3-second range, as advertised, and the braking from 100 km/h is around 33–34 m – decent for a car of its weight, thanks to big Brembo brakes. Skidpad and track performance are not this car’s focus, so few have measured those yet. More relevant to buyers: the real-world range. Top Gear’s test of a 64 kWh single-motor version managed just over 250 miles on a charge with mixed driving topgear.com, suggesting MG’s range estimates are realistic. The larger battery version should do around 280–300 miles in mixed use. These figures are respectable – not Tesla-beating, but enough for comfortable touring. Charging speeds, as mentioned, seem adequate though not class-leading (likely peaking around 150 kW, meaning a 10–80% charge in just over 30 minutes on a high-power DC station).
Customer perceptions will ultimately depend on test drives. Initial anecdotal reports from those who sat in or drove the car at events are positive about the build quality – an area Chinese cars used to struggle in. One UK commenter said the Cyberster’s interior fit and finish “are as good as anything from Japan or Germany in this price”, which aligns with journalist observations that “quality, fit and finish are excellent” topgear.com. If MG can back that up with solid reliability (and their 7-year warranty assuages some concerns), the Cyberster could overcome skepticism about a Chinese-made sports car.
Importantly, the Cyberster is also being closely watched as a bellwether. Industry analysts are curious whether there is real demand for an electric roadster. The fact that pre-orders are healthy in the UK – a market with a strong roadster tradition – is a good sign. But MG will also target younger buyers in Europe who may not have nostalgia for MG, yet are attracted to the Cyberster’s looks and performance per pound. The car’s name “Cyberster” (chosen via an online contest, blending “cyber” and “roadster”) clearly aims at a digital-native generation. MG has hyped the car’s appeal to “gamers and e-sports enthusiasts” in China’s marketing, even hinting at virtual integrations. The actual buyers in Europe, however, may skew older – folks who owned an MG in the past or simply want a flashy EV toy without supercar expense.
Early reviews from China (where the car launched as a limited run Edition first) note that the Cyberster is drawing in customers who might otherwise consider a Porsche, Tesla or high-end Audi. MG’s challenge will be converting the press coverage and novelty into sustained sales once the first batch of enthusiasts is served. If the Cyberster drives strong showroom traffic, it could have a halo effect lifting sales of MG’s regular EV lineup as well.
EV Sports Cars: Expert Insights and Challenges
The MG Cyberster’s development and the feedback it’s received shine light on the broader challenges of making a sports car electric. Experts and industry figures have often discussed why it took until now for an electric roadster to appear: balancing the core attributes of a sports car – light weight, sharp handling, emotional engagement – with the realities of current EV technology is no small feat.
One clear challenge is weight and agility. As mentioned, battery packs add hundreds of kilos, so any EV will be heavier than a comparable internal-combustion car. Sports cars traditionally thrive on low mass for quick cornering responses. “Mass is always an issue,” a Top Gear review noted, comparing the Cyberster’s ~1,900 kg weight to an ICE Jaguar F-Type’s ~1,600 kg topgear.com. MG’s solution was not to try to make the Cyberster extremely light (which might compromise range and cost), but to tune it as a GT where some extra weight is acceptable. This reflects a broader industry trend: initial performance EVs have mostly been in segments where weight is less critical (sedans, SUVs, luxury tourers). Truly lightweight EVs require future battery breakthroughs (e.g. higher energy density, structural batteries, solid-state cells) to narrow the gap.
Another issue is driving engagement. Many purists worry that EVs, being near-silent and often single-speed, lack the visceral feedback – the roar of an engine, the tactile gear changes – that make sports cars thrilling. This sentiment was humorously captured when Top Gear remarked an electric convertible with no engine sound is like pie without custard topgear.com. Some manufacturers are experimenting with solutions: simulated engine sounds through speakers, multi-speed gearboxes in EVs (Porsche uses a 2-speed in the Taycan’s rear motor to give shifting sensations), even manual transmission simulators (Toyota has patented a system to mimic manual gear shifts in an EV purely for driver enjoyment). MG didn’t go to such lengths; the Cyberster has a simple single-speed transmission and relies on its instantaneous torque for excitement. While it can’t replicate the rumble of an old MG’s inline-4, it offers a new sensory thrill – the whine of twin electric motors and the feeling of continuous, seamless acceleration. Some experts believe that as a new generation grows up with EVs, the absence of engine noise will bother them less; instead, the sci-fi whoosh of electric power may become its own coveted experience.
Range and usage present another challenge for sports EVs. Enthusiast drivers often enjoy backroad drives or even track days – activities that can severely tax an EV’s battery and thermal management. Hard driving at speed drains range quickly and can heat up batteries and motors, potentially triggering power limits. While a grand tourer like the Cyberster is likely fine for a spirited mountain drive, it’s not designed as a track car. A few hot laps would see range plummet and possibly require a cooldown. This is not unique to MG; even a $2M Rimac can only sustain peak output for short bursts. The upside is that for street use, EVs can deliver their performance more easily than highly-strung ICE engines – you don’t need to rev to 7,000 rpm; the thrust is immediate. Expert commentators have noted that the performance ceiling of EVs is so high (e.g. sub-2-sec 0–60) that it’s forcing reconsideration of what’s “too powerful” for road cars topgear.com. The Cyberster, with 3-second 0–60 capability, is already approaching the traction limits of RWD on street tires.
One universal observation is that currently “there’s a dearth of electric sports cars” on the market topgear.com. Sports car makers have been hesitant, likely waiting for tech to improve and watching early adopters carefully. The positive reception to high-performance EVs like the Taycan has reassured some, but there’s still caution. For example, Ferrari and Lamborghini (brands synonymous with supercars) have been slower – Ferrari will launch its first EV around 2025, Lamborghini around 2028, and both insist they’ll ensure the driving emotion remains. Mazda, known for the MX-5 Miata, has openly said an electric MX-5 must wait until batteries are lighter, to keep the Miata’s famed lightness. An Alpine executive (partnering with Lotus on an EV sports car) noted that achieving a low 1,500 kg weight is a goal for them – ambitious but they think it’s possible with a smaller battery and focus on agility over range.
Another challenge is market demand uncertainty. Sports cars are a small niche to begin with (most automakers make their money on SUVs and trucks). Will enough buyers embrace an EV sports car to justify the development costs? MG’s gamble with the Cyberster will be instructive: if it finds, say, a few thousand buyers a year in Europe (plus whatever it sells in China), it might prove the niche is viable. Some analysts think the next wave of EV adoption will indeed include more emotional, lifestyle-oriented vehicles (as the early adopter phase was very focused on practical transportation). Cars like the Cyberster, Ford’s electric Mustang Mach-E (though an SUV, it taps into the Mustang sporty image), and others show EVs can have charisma.
Industry experts also highlight the opportunity in this challenge: EVs can do things ICE cars can’t. For instance, distributing batteries for ideal weight balance, using dual motors for precise torque vectoring in corners (enhancing handling stability), and providing full torque at zero rpm which gives even amateur drivers the ability to launch like a pro. The Cyberster leverages some of these – its AWD version can dynamically split torque front to rear in milliseconds, acting almost like an electronic limited-slip differential to improve corner exit grip. The lack of an engine up front in the RWD version means extra storage (“frunk”) and a very low center of gravity.
An expert commentary from the Auto Express review encapsulated MG’s approach to the EV sports car conundrum: “The spirit of MG’s classic sports cars is difficult to emulate when you add electrification to the mix, so MG has steered the Cyberster away from being an MGB copy and placed a focus on grand touring.” autoexpress.co.uk In other words, rather than forcing the EV to be something it isn’t (a featherweight manual roadster), they played to the EV’s strengths – effortless speed, refinement, and style – to craft a new kind of sporting car. This pragmatic philosophy may well guide other manufacturers. As battery tech evolves, we might see closer approximations of the old formula, but for now, the electric sports car is reimagining the genre more than replicating it.
Legacy Brands Reinvented for the EV Era
The MG Cyberster’s story is part of a larger trend: venerable automotive names being revived or transformed as electric-only brands. This phenomenon speaks to both the challenges legacy brands face in the EV transition and the opportunities to leverage a rich history to stand out in a crowded market.
MG is a textbook case. A brand that nearly died in the early 2000s has, under new ownership, found fresh life by embracing the EV wave. When SAIC resurrected MG, it initially capitalized on nostalgia with models like the MG6 (which even raced in British touring cars) to gain a foothold, but quickly pivoted to electrification, where the MG name had no baggage and could even be advantageous. In markets like the UK, the MG badge still carried positive associations of sporty, British-built cars – something competitors like, say, BYD or NIO did not have. SAIC effectively bought heritage on the cheap and is now exploiting it to ease Western customers into buying a Chinese-made EV. It’s a strategy other Chinese firms have eyed: there were attempts to revive Borgward (a defunct German marque) with Chinese EV funding, and rumors of interest in brands like Jensen or Hummer (GM ended up reviving Hummer itself as an EV).
We see a parallel with Lotus: once a small British sports car maker famed for the Elise and Esprit, now majority-owned by China’s Geely, Lotus has launched its first EVs (Evija, Eletre, Emeya) and is repositioning as an “electric performance brand” globally. While Lotus never went away, its identity is shifting – much like MG’s has – from gasoline to electric, and from niche lightweight cars to a broader lineup including SUVs. The capital infusion from Asia enabled Lotus to do this. In MG’s case, without SAIC’s backing, it’s hard to imagine MG would have ever built something as advanced as the Cyberster.
Another example is Jaguar. Jaguar is a legacy British luxury-sports brand that has struggled in recent years and is now planning a drastic reinvention: it announced a plan to become all-electric by mid-decade and reposition as a higher-end luxury marque. In doing so, Jaguar is discontinuing its famed sports car (the F-Type) and expected to launch electric GTs and crossovers with a whole new design language. Essentially, Jaguar is trying to “reset” itself in the EV era, betting that its heritage of style and performance can be translated into a modern EV lineup that competes at the top tier. It’s an internal reinvention (Jaguar is still owned by Tata Motors, not sold to a new owner) but the concept is similar – use the clean-slate of EV technology to relaunch the brand’s appeal.
In the United States, we’ve seen Ford take its iconic Mustang name and use it on an EV (the Mustang Mach-E SUV) – a controversial move initially, but one that has largely paid off, as the Mach-E connected with customers by offering a mix of familiar branding and futuristic tech. GM resurrected the Hummer nameplate as the GMC Hummer EV – turning a notorious gas-guzzler into a cutting-edge (if gargantuan) electric truck. These cases show legacy model names being reused to make EVs more marketable. In MG’s case, it’s the brand itself being a legacy asset.
There’s also the phenomenon of entirely defunct marques being revived as EV-only. For instance, Rimac and partners have revived the storied French brand Delage with an EV hypercar project; the Italian brand Lancia (now under Stellantis) is set to return with electric models in coming years after a period of dormancy; even DeLorean (of Back to the Future fame) had an EV concept unveiled, trading purely on 1980s nostalgia. While not all these will succeed, it underscores a trend: history is currency in the EV age. New EV companies often struggle to establish identity (many start with alphanumeric names and unknown logos), whereas a dormant brand name brings instant recognition and built-in story.
However, reviving a legacy name comes with expectations. Enthusiasts will scrutinize if the new EV stays true to the brand’s ethos or if it’s “legacy in name only.” MG faces this now – the Cyberster will inevitably be compared to classic MG roadsters. Some fans might grumble that an electric, 2-ton Chinese-built car has “nothing to do” with an old MGB, aside from being a two-seater. MG’s team anticipated this, which is why they’ve been careful to sprinkle heritage cues (100th anniversary celebrations, union jack motifs, etc.) and get British engineers involved, to lend authenticity. Lotus similarly has to prove that a 2.2-tonne electric SUV can still be a “Lotus” at heart (a brand once obsessed with adding lightness).
One could argue that legacy brands actually have a responsibility to adapt in order to survive. The alternative is irrelevance or extinction. MG’s last truly “British” sports car, the TF, went out of production in 2011 with barely a whimper; had MG not been reborn under SAIC, the brand might only live on in collectibles and car club meetings. Instead, MG is now selling tens of thousands of vehicles and employing people again in design, sales, and marketing in the UK and Europe. So from a pragmatic standpoint, legacy revival via EVs can be seen as a success (even if purists lament the changes). It’s a similar story with the likes of Polestar, a brand spun out of Volvo’s performance division: Polestar took an old name (it was originally a racing team) and turned into a dedicated EV brand that now competes with Tesla and BMW. Without EVs, Polestar would not exist as a standalone entity.
The Cyberster also hints at how legacy brands can use halo projects to change their image. MG was seen largely as a budget brand in the 2010s. Dropping a 500-horsepower sports car into the lineup radically shifts perceptions – one MG executive called Cyberster their “flagship performance car” that carries a “large weight of expectation” from enthusiasts autoexpress.co.uk. If it succeeds, MG’s image could evolve from cheap runabouts to accessible excitement. In other words, the legacy narrative (MG = fun sports cars) is being reactivated to add emotional appeal to the whole brand, helping sell even its crossover SUVs. Legacy brands have these stories in their DNA; new EV startups do not. That is why we see companies digging into their archives. Even Volkswagen resurrected the Microbus image for its new ID.Buzz EV van, and GM brought back the Blazer and Equinox names for EVs – mining past goodwill to sell new tech.
In summary, the MG Cyberster exemplifies how a legacy marque can be reborn rather than buried. It’s a balancing act of respecting the past (the MG badge, roadster concept) while boldly innovating (electric drivetrain, modern design). The implications for other brands are clear: those with rich histories should consider how to translate that into the EV era, because consumers still cherish a good backstory. As the auto industry undergoes its greatest transformation in a century, having one foot in the past and one in the future might just be a recipe for success.
The New Age of Electrified Performance and Luxury
Zooming out, the launch of the MG Cyberster is one part of a sweeping movement in the automotive world: the electrification of performance and luxury cars. In the mid-2010s, EVs were primarily associated with eco-friendly commuting – think Nissan Leafs or Toyota Priuses (hybrids). But as we approach the mid-2020s, EV technology has matured to the point that it’s permeating the highest echelons of performance and opulence. This trend has only accelerated, and it carries big implications for car enthusiasts and the industry at large.
Nearly every luxury brand has outlined an EV roadmap. For example, Rolls-Royce delivered its first EV, the Spectre coupe, to customers in late 2023. This ultra-luxury land yacht, costing around $400k, offers 584 hp in serene silence and is a statement that even the pinnacle of luxury motoring is going electric sapagroup.net. Rolls-Royce has publicly committed to going 100% electric by 2030, retiring its V12 engines in favor of battery power sapagroup.net. Sister brand Bentley similarly plans to debut its first EV in 2026 and transition to an all-electric lineup by 2035 (recently revising from an initial 2030 target) theguardian.com theguardian.com. The fact that storied marques known for enormous combustion engines are embracing EVs shows how inevitability is meeting tradition.
On the sports and supercar front, changes once thought unthinkable are happening. Lamborghini, for instance, has revealed its last purely gasoline models and is introducing hybrids, with a fully electric 2+2 GT expected by 2028 – a huge shift for a brand famed for howling V10s and V12s. Ferrari has a 2025 EV supercar in the works as well, and in the interim its SF90 Stradale hyper-hybrid and 296 GTB show that even Maranello sees electrification as key to remaining performance king. One interesting insight: Ferrari’s CEO Benedetto Vigna has mentioned that an electric Ferrari will “be a true Ferrari” but they are waiting for solid-state batteries to improve weight and packaging. This highlights how even the most prestigious players are now actively engaged in solving EV challenges rather than dismissing them.
In the wider performance car category, look at American muscle: Dodge is ending Charger/Challenger production as we know it and previewed the Charger Daytona SRT Concept, an electric muscle car that attempts to channel the spirit of the ’60s with a “fratzonic” chambered exhaust that emits a synthetic roar and a multi-speed transmission for tactile feel. It’s a bold fusion of old-school emotion and new tech. Chevrolet’s Corvette is currently offered as a hybrid (the E-Ray), but a pure EV Corvette is expected within a few years, likely with insane performance stats to compete with the likes of Tesla’s Roadster.
Another facet is the hypercar arena, which has almost completely embraced electrification, at least in part. The fastest accelerating cars in production are now all-electric (Rimac Nevera, Pininfarina Battista – both essentially the same underneath – and even semi-experimental cars like the Aspark Owl). Meanwhile, other hypercars use hybrid systems to boost performance (Koenigsegg, Ferrari’s LaFerrari, McLaren P1, etc., paved this route). A recent showcase: the Rimac Nevera set 23 performance records in a single day, from 0–400–0 km/h to quarter-mile times rimac-newsroom.com, underscoring that EVs can outdo ICE in many measures. Mate Rimac, the CEO, has become a sort of EV guru for hypercars, even collaborating in the Bugatti Rimac joint venture to ensure the next Bugatti will be electrified in some way. The ceiling of performance has been dramatically raised by electric motors – we are seeing 1,000+ hp cars almost routinely now. Of course, as Top Gear cheekily asked, “are cars too powerful?” topgear.com – when family EV sedans can do 0–60 in 3 seconds, it’s a valid question of how much is too much. But automakers are unlikely to engage the restraint any time soon; horsepower wars have simply shifted to a new battlefield.
The luxury EV segment is also booming beyond just performance numbers. Brands are using electrification to enhance refinement: nothing is quieter and smoother than a well-engineered EV. Mercedes-Benz’s EQS and EQE sedans (and their AMG variants) show how traditional luxury can meld with electric drive to deliver serenity and power. Audi’s upcoming grandsphere and other sphere concepts preview ultra-luxe EV grand tourers. By the late 2020s, it will be normal for a flagship luxury car to be electric – indeed, it might be odd if it isn’t.
One could argue the sports car segment was among the last to fully embrace EVs because of the concerns discussed (weight, engagement). But the dam is breaking. The MG Cyberster is a relatively early entrant, and we can foresee that by the end of this decade, there will be numerous electric roadsters, coupes, and high-performance machines from various brands. Enthusiast communities are adapting too – EV track days, EV drag racing events, and modifications (like companies offering electric conversions for classic cars) are all on the rise.
There are, however, challenges that remain in the broader EV push into performance/luxury. Charging infrastructure needs to support the grand touring promise – e.g., taking your electric Aston Martin on a cross-country trip should be as painless as a petrol fill-up. Battery materials and cost also affect whether these cars can be made at reasonable prices or profit. The Cyberster’s ~£55k base price is impressive, but one reason MG can hit that is presumably thinner profit margins supplemented by mass-market siblings and government incentives. Luxury brands will add price padding, but still need to consider profitability as combustion sales wane.
In conclusion, the MG Cyberster’s debut in Europe is a microcosm of this pivotal moment in automotive history. A beloved old name reappears as an EV, joining an accelerating trend where electric power is not a compromise but an enhancement in many respects. The Cyberster might not be the fastest or most expensive EV out there, but its significance lies in bringing electric excitement to a broader audience and proving that even legacy sports car formulas can evolve.
We are witnessing the beginning of a new golden age of performance – one defined by kilowatts and battery chemistry as much as octane and displacement. It’s different, for sure, and some will always miss the sound of a V8 or the mechanical purity of a manual gearbox. But as the MG Cyberster demonstrates, the essence of driving fun – the wind-in-hair thrill of a roadster, the awe of rapid acceleration, the pride of owning a piece of a brand’s history – can absolutely carry forward into the electric era. The garages of the future may hum quietly rather than roar, but the passion for cars, both new and old, will remain as electric as ever.
Sources:
- BBC News / Top Gear – MG Cyberster unveiled; MG’s 100th anniversary remarks topgear.com topgear.com
- Car and Driver – MG Cyberster design and specs overview caranddriver.com caranddriver.com
- Top Gear – First drive impressions from China; design and performance details topgear.com topgear.com
- Auto Express – MG Cyberster review (4/5); pros, cons, pricing autoexpress.co.uk autoexpress.co.uk
- Autoweek – MG brand history and SAIC ownership; Auto Express quote on Cyberster autoweek.com autoweek.com
- Autoweek – Chinese EVs impact in Europe (25% market share forecast) autoweek.com
- Top Gear – Commentary on Cyberster vs European manufacturers (competition) topgear.com
- Motor1 – Tesla Roadster specs and pricing claims motor1.com motor1.com
- Motor1 / KBB – Porsche Taycan Turbo S acceleration and price motor1.com
- InsideEVs – Rimac Nevera production, 0–60 and top speed insideevs.com
- Road & Track – Lotus Emeya power and 0–62 mph figures roadandtrack.com
- Fully Charged Show – MG Cyberster UK pre-order price and public showing fullycharged.show fullycharged.show
- Top Gear – Detailed review noting weight vs sports car feel topgear.com autoexpress.co.uk
- Top Gear – Quote on electric convertible lacking engine noise (analogy) topgear.com
- SAPA Group (Press) – Rolls-Royce Spectre launch and 2030 EV-only plan sapagroup.net
- Maserati (official site) – GranTurismo Folgore 0–60 and top speed maserati.com
- Guardian / MotorTrend – Bentley delaying EV-only to 2035 theguardian.com theguardian.com
