MG7 Test Drive Impressions

I test-drove the top-of-the-line 2.0 model for about 40 minutes. It seems there’s quite a bit of interest in it, as I had to wait for nearly an hour before getting behind the wheel.

The time was relatively short, and I couldn’t thoroughly assess the performance, but I’ll briefly mention some noticeable aspects of the test drive.

The front seats are somewhat flat with a limited recline angle, resulting in inadequate leg support, making it uncomfortable to sit for extended periods. Even with the six-way power adjustment, it couldn’t be rectified.

The pedal on the left side of the driver’s seat is too small to accommodate an entire foot, making it uncomfortable for long drives. Placing the heel on the floor and having the seat without any angle adjustment gives a sensation akin to sitting on a toilet with your feet hooked.

The iconic three-stage electric rear wing is eye-catching and cool. Apart from manual control, it automatically opens when the vehicle exceeds 100 km/h and retracts when the speed drops below 70 km/h, a feature worthy of praise.

The car is surprisingly quiet, effectively blocking out high-speed wind noise, and the chassis noise isolation is decent. The frameless windows are well-executed, with a similar two-stage opening and closing mechanism, dropping down by less than 1 cm when lightly pulled, then fully opening or closing. However, its durability remains to be seen.

Acceleration is very quick; you need to be gentle with the throttle to avoid realizing you’re already at 100 km/h. However, in normal mode, the throttle response isn’t very linear. Surprisingly, in eco mode, the throttle is more responsive, offering a significant boost in power. The sport mode calibration feels a bit strange; there’s a one-second delay when you floor the pedal, but gradually pressing it allows the power to catch up. The brakes are a bit soft and instill a lack of confidence, possibly due to the rapid acceleration, making it a bit challenging to get used to.

The gearbox calibration is average; the shifts aren’t crisp and rely heavily on the engine’s power. The sport mode exhibits more noticeable jerks. The advantage is that xMode feels a bit wild, especially when combined with the exhaust. I wonder what passengers would think when the car accelerates with a trail of sparks and lightning.

The exhaust button feels somewhat deliberate; occasionally giving it a blast feels refreshing, and the sound is acceptable, but driving with it on continuously can be a bit too loud.

You can still feel the differences between the three modes. The economy mode isn’t lackluster, not as sluggish as expected. The sport mode has a more pronounced increase in steering weight.

The chassis quality is average, not as good as the Volkswagen Lavida, Lynk & Co 03, and Geely StarRy. When crossing speed bumps, the car doesn’t handle them crisply, and the support is far from sporty. It seems to want to strike a balance between sportiness and daily comfort, but it ends up not being great at either. The staff explained that everything is adjustable. However, whether this is exclusive to the top-of-the-line version is unclear, as the second-highest trim level is for sport mode adjustment, and it’s uncertain if it aligns with the xMode adjustment.

The sound system is indeed quite loud.

I didn’t try the fully automatic cruise control or active braking, but the lane-keeping and lane departure correction were quite noticeable. Without steering input, the return force is distinct.

The HUD is positioned somewhat low; I have to lower my head to see the upper half.