SAIC opened pre-orders for the MG 4X on May 11, confirmed four trim levels on May 24, and is putting it on sale in China on May 27. The trim levels are: the 510 Semi-Solid Freedom Edition, 610 Freedom Edition, 510 Semi-Solid Premium Edition, and the 610 Premium Edition. Starting price is ¥99,800, just below the psychological ceiling separating “accessible” from “aspirational” in the domestic market. The headline technology is a semi-solid-state battery (manganese-based lithium ion) that SAIC’s Qingtao subsidiary has been developing since it caused a minor industry stir at the Chengdu Auto Show last year.
SAIC is already calling the MG 4X “the world’s first mass-produced semi-solid-state EV,” and the 4X is the second model to carry the chemistry. For now, it’s China only. But analysts suggest the semi-solid-state battery technology is set to arrive in Europe before the end of 2026, and if the 4X goes into production in the second half of the year, it could reach Australian showrooms before 2026 is out. Western buyers won’t have to wait long. The question is whether the car being launched this week is one they should actually want.
Design & First Impressions
The MG 4X measures 4,500 mm long, 1,849 mm wide, and is 1,621-1,627 mm tall, depending on the variant, with a wheelbase of 2,735 mm. This makes it dimensionally competitive within the compact SUV segment.
The exterior features sharp LED lighting and sculpted bodywork, though the overall styling borrows heavily from the MG S5. The long wheelbase and flat rear floor suggest genuine rear-seat space for adults.
Inside, MG claims 86% of visible surfaces are soft-touch material. That number sounds impressive until you consider that marketing teams measure “soft surfaces” in ways that include panels nobody ever touches. What is genuinely notable in the published spec: front-seat ventilation across all trims, a driver’s seat memory function, and a full wraparound cockpit layout.
Powertrain & Performance
The MG 4X comes with two rear-mounted motors: 125 kW on the entry trims and 150 kW on higher trims. MG has released a 0-50 km/h time of 2.7 seconds. There is no 0–100 km/h figure. That is a deliberate framing choice. 0-50 flatters electric cars because it captures instant torque before aerodynamic drag asserts itself.
Two battery options run in parallel. The semi-solid-state cell from Qingtao is rated at 510 km CLTC on a 54 kWh pack. The CATL LFP option is 64.2 kWh with 610 km claimed and a 30-to-80% charge time of 16 minutes, which is competitive. The semi-solid-state variant’s 30-to-80% charge time is claimed at 21 minutes. Neither figure tells you how the charge curve behaves at cold temperatures, how it degrades over 100,000 km, or what MG’s warranty terms are for the Qingtao cell specifically.
Spec Sheet
| Specification | Details |
| On sale | May 27, 2026 |
| Price (from) | ¥99,800 (~USD 13,800) |
| Powertrain | Pure EV, RWD — 125 kW or 150 kW |
| Battery capacity | 54 kWh semi-solid-state / 64.2 kWh CATL LFP |
| WLTP range | 510 km / 610 km |
| 0–50 km/h | 2.7 s (0–100 not disclosed) |
| Top speed | 190 km/h |
| Charging (DC) | 30–80% in 21 min (semi-solid) / 16 min (LFP) |
| Dimensions (LxWxH) | 4,500 × 1,849 × 1,621–1,627 mm |
| Rivals | BYD Atto 2, VW ID.3 (China-spec) |
Driving Dynamics & Infotainment
Rear-wheel drive at this price point is uncommon enough to be worth noting. The five-link rear suspension and 2,735 mm wheelbase (longer than the body) should, in theory, handle urban road surfaces better than a torsion-beam setup. The dual-pinion electric power steering is presented as a class-leading feature.
The Horizon Robotics-based ADAS system offers highway NOA and automated parking on Premium trims. However, MG has no extended fleet history with this specific implementation, meaning early buyers should approach these features with measured expectations.
The MG 4X supports CarPlay, Huawei HiCar, and CarLink simultaneously, accommodating China‘s fragmented phone ecosystem. Notably, MG has partnered with OPPO for handset interconnection, creating a seamless “smart cockpit” experience.
Value & The Competition
The compact electric SUV segment in China is intensely competitive. While awaiting to see how the MG 4X fares in real-world conditions and use, its current greatest advantage over strong competitors is its price below 100,000 yuan. The strongest competitor is the BYD Atto 2 (Yuan Plus), starting at approximately 115,800 yuan. It runs on the BYD Blade Battery, with a faster charge claim and strong resale value. At this stage, compared directly with the X4, BYD’s Atto 2 excels with its proven reliability. If later reviews of the X4 turn out good, the X4 just might win this segment based on its battery chemistry and lower pricing.
The Volkswagen ID.3 is a contender that could be toppled by the 4X if it performs well in real-world use. The ID.3’s 53.6 kWh battery, 125 kW rear-wheel-drive, and 451 km CLTC range fall short of the MG X4’s offerings. Despite price cuts in China, the ID.3 starts at around 125,900 yuan. Regardless of its range and battery shortcomings, the ID.3 also presents other quirks, including software maturity and depth of the MEB platform.
Editor‘s Take
A $13,800 car with semi-solid-state batteries and rear-wheel drive complicates the “cheap Chinese alternative” characterization that Western markets have assigned to MG. This repositioning is arguably more significant than any single specification.
The MG 4X is clearly designed for the domestic Chinese mid-market: urban and peri-urban buyers who have around ¥100,000 to spend, who do enough winter driving to care about cold-weather battery performance, and who want a car that outspecifies what their budget would have bought them two years ago. That is a well-defined target, and the car is reasonably well aimed at it.
The semi-solid-state battery is the detail the industry will watch most closely, and it is also the detail MG has been least transparent about. Range figures are published. Charging curves are not. Long-term degradation behavior is, by definition, unknown. Battery warranty terms for this specific chemistry remain unconfirmed at launch. For a technology being used partly as a marketing centerpiece, the lack of forthcoming technical detail is a pattern worth noting – not because it proves anything is wrong, but because buyers deserve more than a claimed number before they choose a chemistry that has no long-term ownership data to draw on yet. The 4X may well justify the hype. It has not earned the right to assume it.
Dollars loves following the latest innovations in automobile technology and sharing insights.
When she’s not writing, you can find her playing badminton or diving into a new opera piece.