Tehnologija1. listopada 2026.

MG IM6 first drive: 553 kW and air suspension for €62,990

The MG IM6 is the SUV counterpart to the MG IM5 saloon. Both models share the same modular platform, the same 100 kWh battery, the same drivetrains and the same operating concept. The difference is that the MG IM6 is the only one of the two to offer optional air suspension for an additional €2,000. We drove both models on the same roads in the French Jura on the same day, under identical weather conditions, switching directly between them. What the saloon can do will be covered in our upcoming road test of the MG IM5. Here, we focus on what the SUV does better, what it does worse, and for whom the premium over the saloon is worth it.

Two cars, one platform

The company has put “IM” in the model’s name, which stands for “Intelligence in Motion”. Like MG, the brand is part of China’s SAIC Group and initially operated as an independent brand in China. It debuted in the UK in summer 2025, where vehicles are distributed through the existing MG dealer network (as we reported). The MG IM5 and MG IM6 have also been available from dealers in Germany, France, Belgium and the Netherlands since July 2026.

At 4.90 metres, the MG IM6 is two centimetres shorter than the IM5 but 2.8 centimetres wider and almost 20 centimetres taller. The wheelbase remains identical at 2.95 metres, as do the 100 kWh battery, 800-volt architecture, rear-wheel steering and the two power outputs: 300 kW (407 hp) with rear-wheel drive and 553 kW (751 hp) with all-wheel drive. Pricing sees the SUV costing €3,000 more than the saloon for the rear-wheel-drive version, at €56,990, and €2,000 more for the all-wheel-drive version, at €60,990.

The fact that these competitive prices are achievable despite EU tariffs on Chinese-built electric cars demonstrates how aggressively SAIC is targeting the European market. In the medium term, SAIC plans to bypass this issue entirely and, from 2028, will produce up to 120,000 vehicles per year at its plant in Ferrol, Galicia (as we reported).

Design that stands out

The SUV’s taller body comes at the expense of aerodynamics. A drag coefficient of 0.259 is respectable for an SUV of this size, but it loses out to the IM5’s 0.237. This directly impacts range: 625 km WLTP for the rear-wheel-drive version compared to 710 km for the IM5, and 545 km WLTP for the all-wheel-drive version compared to 575 km. Opting for the IM6’s Drive Pack with air suspension reduces the WLTP range to 505 km.

Visually, the MG IM6 takes its cues from the saloon. The roofline slopes down in a coupé-like fashion, the rear features a continuous light signature, and the doors are frameless, with flush-fitting handles. From the rear, the car appears wider and more substantial than from the front, where the narrow light graphics look almost delicate. This works exceptionally well in the test car’s Rembrandt Grey colour. What sets it apart from many competitors: the MG IM6 omits the plastic cladding around the wheel arches and sills that other manufacturers use to suggest off-road capability—something nobody actually uses. As a result, it looks less like a compact car on stilts and more like a tall estate, which is closer to the truth.

Image: Kasimir Hupe

The drive pack is the biggest difference

For €2,000, MG offers an exclusive package for the all-wheel-drive version of the MG IM6 that includes adaptive air suspension, adaptive damping and 21-inch wheels. This is the only technical feature that gives the IM6 an edge over the IM5, as the saloon is only available with steel springs. Our test car was equipped with this package, and it’s worth discussing in detail.

The suspension stiffness and ride height can be adjusted independently. Leaving the system in its default setting delivers a tune that is noticeably firmer and sportier than you’d expect from a 2.5-tonne SUV. The MG IM6 keeps its body flat, can be driven enthusiastically and remains comfortable even on rough surfaces. For frequent motorway drivers, setting the damping to soft and the body to low works well. For those who prefer country roads, increasing the damping hardness is the way to go. Both options work, and the difference is significant enough to notice.

The only downside to this package is in the spec sheet. With the Drive Pack, the WLTP range drops from 545 km to 505 km, and the combined consumption increases from 21.7 kWh/100 km to 23.4 kWh/100 km. The 21-inch wheels take their toll. If you primarily drive on the motorway and need every kilometre of range, you’re better off with the steel springs and 20-inch wheels. If you enjoy tweaking the setup, the €2,000 is money well spent. Either way, it’s not a decision you’ll regret.

| | **MG IM6 100 kWh Premium | **MG IM6 100 kWh Premium AWD** |

| --- | --- | --- |

| Drivetrain | Rear-wheel drive (RWD) Single rear motor | All-wheel drive (AWD) Dual motors |

| Power | 300 kW (407 hp) | 553 kW (751 hp) |

| Torque | 500 Nm | 802 Nm |

| Acceleration (0–100 km/h) | 5.4 s | 3.5 s |

| Top speed | 235 km/h | 239 km/h |

| Battery capacity (net) | 96.5 kWh Nickel-Manganese-Cobalt (NMC) | 96.5 kWh Nickel-Manganese-Cobalt (NMC) |

| Range (WLTP) | 625 km | 545 km 505 km with Drive Pack |

| Combined consumption (WLTP) | 18.2 kWh/100 km | 21.7 kWh/100 km 23.4 kWh/100 km with Drive Pack |

| DC charging power | 396 kW | 396 kW |

| DC charging time (10–80%) | 17 min | 17 min |

| AC charging power | 11 kW (three-phase) | 11 kW (three-phase) |

| AC charging time (0–100%) | 10 h 30 m | 10 h 30 m |

| Kerbside weight | 2,320 kg | 2,410 kg |

| Permissible gross weight | 2,771 kg | 2,961 kg |

| Length / Width / Height | 4.90 m / 1.99 m / 1.67 m | 4.90 m / 1.99 m / 1.67 m |

| Turning circle | 10.18 metres | 10.18 metres |

| Boot capacity | 665 to 1,640 litres | 665 to 1,640 litres |

| Frunk capacity | 32 litres | 32 litres |

| Towing capacity (unbraked / braked) | 750 kg / 1,500 kg | 750 kg / 1,500 kg |

| Suspension | Steel springs | Steel springs Air suspension with Drive Pack |

| Base price** | €56,990 | €60,990 Drive Pack for €2,000 |

Drivetrain and chassis: the MG IM6’s strengths

The same technology as in the IM5 is found under the bonnet, and the driving experience is almost identical. The 3.5-second sprint to 100 km/h is three-tenths slower than the saloon. This is a difference that few will notice in everyday driving. The top speed of the MG IM6 is 239 km/h instead of 268 km/h, likely due to aerodynamics and gearing. What matters more is that the 802 Nm of torque is delivered just as immediately, and the thrust doesn’t let up.

The rear-wheel steering also turns the rear wheels by up to six degrees. The turning circle is 10.18 metres — 20 centimetres more than the IM5 — which is still impressively tight for a near-five-metre-long SUV. In practice, this means the difference between manoeuvring once or three times. At higher speeds and in corners, the rear wheels steer slightly, stabilising lane changes, which is even more beneficial with the taller body than in the flat saloon.

The MG IM6 runs on wider tyres at the rear. On the test car with the Drive Pack, these were 245/45 R21 at the front and 265/40 R21 at the rear; without the package, they are 235/45 R20 and 265/40 R20. This staggered setup is common in rear-biased electric cars and contributes to the stable driving feel the MG IM6 provides when accelerating out of corners.

The braking system is identical to the IM5’s: Continental supplies ventilated discs at the front with a 365 mm diameter and four-piston fixed callipers, as well as 356 mm discs at the rear. With 110 kg more kerbside weight, you might expect a slightly softer pedal feel. That said, the pressure point remains just as clear as in the saloon, and the transition from regenerative braking to friction braking is seamless, without the spongy mid-pedal travel you get with many electric cars.

Image: MG

Consumption and range: the cost of a larger frontal area

On the Jura route, the on-board computer showed consumption of 23 to 24 kWh per 100 kilometres. The IM5 managed around 20 to 21 kWh on the same roads. This means the IM6 consumes almost a fifth more. A larger frontal area, more weight and bigger wheels mean the physics are non-negotiable, and this is added to with the Drive Pack’s 21-inch wheels. This is perfectly acceptable for a route with inclines and hairpin bends but it also means the IM6 has no efficiency buffer to fall back on in daily use.

With a full battery and before starting, the display of the all-wheel-drive IM6 with Drive Pack showed a remaining range of 463 kilometres. Even more telling, however, is the calculation based on actual consumption: 96.5 kWh of usable energy divided by approximately 23.5 kWh per 100 kilometres equals around 410 kilometres. So, if you buy the IM6 as a long-distance car, you should expect around 400 kilometres between charging stops; at motorway speeds, it will likely be even less.

Charging is the same as with the IM5: up to 396 kW of DC power. MG states that charging from 10 to 80 per cent takes around 17 minutes. The IM6 accepts AC power at 11 kW, with no 22 kW option available. As with the saloon, charging performance is one of the car’s strongest points. However, we were unable to verify this during our first day of driving and will be covered in our detailed road test.

Interior: where the SUV takes the lead

The boot holds 665 litres, expanding to 1,640 litres with the rear seats folded down. This is 208 litres and 350 litres more than the IM5, respectively. The frunk also offers 32 litres instead of 18 litres. With the Drive Pack, these figures drop to 646 litres and 1,621 litres. If you regularly transport luggage for four people or a dog, the SUV is clearly the better choice. As with the IM5, it can tow up to 1,500 kg when braked.

The extra height also pays off in the rear. Headroom is 101.4 cm, 6.6 cm more than in the saloon, and legroom is 96.7 cm, 5 cm more than the IM5. Entry is easier, the seating position is more upright, and the panoramic glass roof is large, albeit quite darkly tinted. If you’re hoping for a lot of brightness, you might be slightly disappointed; on the other hand, it stays pleasantly cool in summer.

The seats, like those in the IM5, are sporty in design, offer good lateral support and remain comfortable on long journeys. They feature electric adjustment, heating and ventilation. In the MG IM6, the driver’s seat also includes a massage function as standard, which is not the case with the saloon. All of this comes as standard in both trims and is not a given in this price range.

Driving noise remains very low. Double glazing, acoustic glazing and active noise cancellation work just as effectively as in the saloon, even though the larger frontal area would normally lead to more wind noise. The sound system with 20 speakers is adequate, with strong bass and fine tuning. It doesn’t quite match the systems from established audio brands, but it’s more than sufficient for everyday use.

Image: Kasimir Hupe

Controls: good idea, familiar weaknesses

The cockpit is identical to the IM5’s: a 26.3-inch panoramic display stretches across the dashboard, and a 10.5-inch touchscreen in portrait orientation is located in the centre console. This layout is well thought out, as driving-relevant information stays in your line of sight at the top, while climate, seat functions and parking aids are within reach of your right hand below. Usability is better than the absence of physical buttons might suggest.

The criticisms are the same. For example, the driving mode can only be selected via the display, though there is a quick menu. Warnings from the assistance systems can be silenced in seconds using a steering wheel button, which is a good solution. The adaptive cruise control is operated via paddles on the steering wheel and adjusted for speed, where most manufacturers place the regenerative braking controls. You get used to it, but it’s not intuitive. There’s no head-up display, and there’s only one inductive charging pad in the centre console, compatible with the Qi standard at 50 watts.

Regenerative braking is low in the standard mode, and there’s no one-pedal driving. There are only ‘Standard’ and ‘Low’ levels, with no further options. Rear visibility is limited by the small rear window, which isn’t surprising given the coupé-like roofline. At the same time, the 360-degree camera system provides excellent resolution, as you’d expect from more expensive cars. Combined with the tight turning circle, this takes much of the stress out of manoeuvring. Visibility to the front and sides is very good.

Image: Kasimir Hupe

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Who are the MG IM6’s competitors?

The Xpeng G6 AWD Performance is the most direct rival, starting at €51,600—around €9,400 less than the MG IM6 all-wheel-drive version. It delivers 358 kW (487 hp), accelerates to 100 km/h in 4.1 seconds and charges at up to 451 kW, enabling a 10 to 80 per cent charge in about 12 minutes. Its 80 kWh battery provides a WLTP range of 510 km. The G6 is 15 cm shorter and offers significantly less boot space at 571 litres. The Xpeng G6 AWD Performance wins on price and charging, while the MG IM6 leads in power, battery size and space.

The Tesla Model Y Performance costs €63,970, just under €3,000 more than the MG IM6 all-wheel-drive version. With 461 kW (627 hp) and a 3.5-second sprint to 100 km/h, it’s slightly less powerful but equally quick off the line. Its top speed is limited to 250 km/h, and it’s significantly more efficient, with a WLTP range of 580 km from a 79 kWh battery. Its weakness is charging, as the 250 kW peak power and a 400-volt system voltage are no match for the MG’s 396 kW and 800 volts. When it comes to boot space, Tesla turns the tables: 854 litres easily beats the MG IM6’s 665 litres.

The Audi Q6 Sportback e-tron quattro, like the A6 compared to the IM5, plays in a different price league. With 340 kW (462 hp), a 0–100 km/h time of 5.1 seconds, a WLTP range of 657 km from its 100 kWh battery and 269 kW charging power, it retails at €77,100. That’s €16,110 more than the MG IM6 all-wheel-drive version, for a car that’s slower, charges less powerfully and has 511 litres less boot space. Where the Audi excels is in efficiency and range. Whether this added value justifies the premium is for each buyer to decide.

Conclusion: the MG IM6 is a price-performance powerhouse

After a day with both cars, the decision isn’t as straightforward as you might think. The IM5 sits flatter on the road, consumes less energy, travels further and is €3,000 cheaper as a rear-wheel-drive model and €2,000 cheaper as an all-wheel-drive model. If you don’t need to transport a family or simply prefer the saloon’s design, you’ll likely lean towards the IM5.

The MG IM6 excels in everyday practicality. It offers 208 litres more boot space, an easier entry, more head and legroom in the back, a massage function and the option to add air suspension for €2,000, which noticeably changes the car’s character. These are compelling arguments that will still matter two years down the line, long after the three-tenths difference in acceleration has been forgotten.

Both cars share the same weaknesses: no one-pedal driving, weak regenerative braking in standard mode, only one charging pad in the centre console, no head-up display and limited rear visibility. What we couldn’t test in a single day—cold-weather charging behaviour, long-distance charging and motorway consumption over extended trips will be covered in our full road test. But what the first day with the IM6 has shown is an SUV that hides its 2.5 tonnes remarkably well and offers more technology for the money than is typical in this class. The only area where you have to cut the MG IM6 some slack is efficiency — after all, it is a heavy SUV.

mg.de (press release)

_Author: Kasimir Hupe_