Chinese car brands are pushing into the German market, including names like Aiways, Lynk & Co, Nio, Wey and MG. Moment! MG is Chinese? The question is justified: the traditional English brand has stood for affordable roadsters and sporty limousines for almost 100 years. With this brand of all things, the largest Chinese car manufacturer SAIC now wants to conquer the German market. Can this go well?
How the MG brand, founded in 1923, ended up in Chinese hands has a lot to do with the decline of the British car industry – and with the debacle that BMW experienced at Rover. MG came into the hands of the Chinese in 2005 from the sell-out of the bankrupt Rover Group. The plan to conquer the world market with the English brand was born in the SAIC headquarters in Shanghai.
The brand with the octagon was considered the least damaged after the Rover collapse. And it’s the only one given to the Chinese after Rover was sold. The rest of the old British car glory like Morris, Austin or Triumph is stored in the archives of BMW, and Rolls-Royce is also managed from there. Jaguar and Land Rover belong to the Indian Tata Group, Bentley to VW. Even the manufacturer of the London taxis now belongs to the Chinese Geely Group.
Now only the elderly can remember what MG once stood for. Originally, the “Morris Garage” (MG) was the Morris branch in Oxford. In 1924, their boss Cecil Kimber set about building sporty vehicles and racing cars for private drivers from the solid Morris models. And because most of the components came from the Morris parts aisle, the MGs were surprisingly affordable compared to other sports cars.
The highlight of this development was the MGB built from 1962 to 1980. A small sports car, offered as a roadster and coupé, with four cylinders and 95 hp powerful enough to win over young fans in Europe and North America. With more than 500,000 units built, it was the best-selling sports car of its time (note: the author has been driving a 1963 MGB since 1994).
At first glance, the brand’s latest model, the all-electric MG 4, may not fit the history at all. At second glance, there are parallels: the compact crossover costs between 31,990 euros and 38,000 euros. This means that the compact car is around 10,000 euros below the price of the similarly sized VW ID 3.
Even the MGB from 1962 was able to score points with its low price: At 11,470 DM when it was launched, it was significantly cheaper than a comparable Porsche, which was sold at dealers for 15,700 DM. And when production of the MGB ended in 1980, an Alfa Romeo Spider cost 2,000 DM more.
Another parallel with the ancestor: With its rear-wheel drive, the electric MG4 can also be moved in a sporty way. 7.7 seconds from 0 to 100 km/h are not values for a sports car, but a brisk driving style is still possible thanks to the firm suspension, low center of gravity and good handling. The design of the MG 4 underscores this: the very flat battery in the vehicle floor allows for a body that is only 1.50 meters high but two meters wide.
Just as MG once helped itself to Morris, the new owner SAIC reaches deep into the German parts shelf. After all, Volkswagen is SAIC’s largest production partner in China. The steering comes from Bosch, the decent brakes from Continental.
Even if the MG 4 is not a sports car, the model at least serves one historical core of the brand: offering attractive cars at an affordable price. But the Chinese also want to build on the roadster and sports car tradition. For the centenary of the first built MG, in 2024, there will again be a roadster with the octagon on the hood. Presumably at a very affordable price. (Guido Reinking/cen)
