2025 MG Cyberster GT XPOWER Review: A Heavyweight Spark of Open-Air Theater

The German market for electric convertibles has remained quiet for several years. This niche currently contains almost no direct competitors, meaning buyers looking for open-top driving with a plug must look across segments. The MG Cyberster is a two-seat electric roadster with motorized scissor doors and a fabric soft-top. The base rear-wheel-drive model, known as the Trophy, starts at 64,990 Euro in Germany. Our review focuses on the high-performance variant, the dual-motor MG Cyberster GT XPOWER, which carries a list price of 69,990 Euro. For comparison, the Tesla Model 3 Performance is priced at 58,490 Euro, while the BMW i4 eDrive35 starts at 58,200 Euro. A smaller open-top option, the Abarth 500e Cabrio, represents a more budget-conscious alternative at 40,990 Euro. These three vehicles represent the closest alternatives for buyers seeking open-top electric driving or equivalent battery performance in Germany.

According to official documentation, the GT XPOWER variant uses a battery pack with a nominal capacity of seventy-seven kilowatt-hours. The manufacturer claims a WLTP combined range of approximately 443 kilometers for this dual-motor model. For comparison, the single-motor Trophy version is rated at an estimated 507 kilometers. The Tesla Model 3 Performance offers a certified WLTP range of 528 kilometers. The BMW i4 eDrive35 is rated at approximately 509 kilometers. The much smaller Abarth 500e Cabrio sits lower with a WLTP range of 265 kilometers. These numbers are intended for standardized comparison across European markets.

Seasonal temperature drops and highway travel typically reduce electric vehicle ranges below their official ratings. Real-world range typically falls fifteen to thirty percent below official WLTP estimates depending on driving style, ambient temperature, and speed. Under typical German highway conditions at a steady 130 kilometers per hour in mild weather, the GT XPOWER achieves a range of approximately 310 kilometers. In city driving, where regenerative braking is highly active, that figure can rise to about 410 kilometers. These real-world projections are based on real-world driving data collected during mild European summer temperatures.

The battery pack in the Cyberster uses lithium-nickel-manganese-cobalt chemistry. This formulation provides high energy density, which helps keep the battery pack relatively thin at 110 millimeters. This thin profile is essential for maintaining a low seat height in a roadster. However, this chemistry requires careful thermal management during fast charging and has a shorter overall lifespan than lithium-iron-phosphate packs. The maximum DC fast charging rate of 144 kilowatts means a ten-to-eighty percent charge takes about thirty-eight minutes. In cold weather, charging performance will drop unless the battery heater is manually activated before arrival. The pack is supplied by CATL and is mounted flat in the floor of the vehicle.

The Cyberster is built on the Modular Scalable Platform, which is shared with other vehicles in the parent company’s portfolio. Using a shared platform helped reduce development costs, but it also imposed certain physical constraints. The car is 4.53 meters long and 1.91 meters wide, making it considerably larger than classic roadsters. The structural reinforcement required for a heavy convertible results in a curb weight of nearly two metric tons. To propel this mass, the GT XPOWER uses two permanent magnet synchronous motors. The front motor produces 150 kilowatts, while the rear motor provides 250 kilowatts, yielding a combined output of 510 metric horsepower. This powertrain configuration enables a zero-to-one hundred kilometer per hour acceleration time of 3.2 seconds.

The motorized scissor doors operate via buttons under the side mirrors or on the center console. These doors rise upwards and outwards, using sensors to detect obstacles in their path. My son, whose interest in cars usually begins and ends with smartphone integration, was immediately drawn to the motorized doors. However, they operate slowly, requiring several seconds to complete their arc, and they demand significant lateral space in tight parking spots. Operating them in a tight public garage with a low ceiling can be highly stressful. A backup manual release handle is located inside each door pocket for emergencies.

The suspension setup consists of double wishbones at the front and a multi-link arrangement at the rear. This configuration is traditional for sports cars, aiming to optimize tire contact during cornering. There are no adaptive dampers or air suspension systems available, meaning the ride quality remains fixed. The tuning leans toward grand touring comfort rather than sharp track response, meaning the dampers absorb minor road scars smoothly. However, the sheer weight of the vehicle is noticeable when changing directions quickly, where the body rolls slightly before settling. The lack of air springs should benefit long-term maintenance costs, as standard steel springs and traditional dampers are less prone to expensive failures as the vehicle ages. Brembo four-piston brakes are fitted to help manage the kinetic energy of this heavy roadster.

The cockpit layout centers around three separate digital screens that wrap around the driver’s seat. Living with this dashboard is like trying to watch three different television sets in a sports bar while someone occasionally holds a tennis racket in front of your eyes. The steering wheel rim blocks the view of the two outer screens for many drivers, depending on their seating height. Almost every common adjustment, including the climate control, seat heating, and drive modes, is operated through these screens or a small fourth panel on the center console. However, this touch-reliant setup is frustrating to use on the move. Drivers must take their eyes off the road to adjust simple cabin temperatures, which is both inconvenient and distracting. The steering wheel does retain physical buttons for audio volume and instrument menu navigation.

A single physical switch on the center console operates the fabric roof, which opens or closes in approximately fifteen seconds.

The rear cargo space is limited to a single compartment behind the passenger cabin. The trunk provides 249 liters of capacity, which is enough for two soft travel bags but will not accommodate larger hard-shell suitcases. There is no additional front trunk under the hood, as that space is occupied by the front motor and cooling hardware. Inside, passenger comfort is decent for taller occupants, though cabin storage is minimal with only thin door pockets and a shallow center bin. The build quality of the red leather and Dinamica upholstery feels solid, with most touchpoints using soft materials. In hindsight, the price of seventy thousand Euro makes the GT XPOWER a specialized purchase rather than a daily driver. A standard Bose audio system with eight speakers is included in the base price.

MG provides a seven-year or one-hundred-and-fifty-thousand-kilometer warranty on the Cyberster. This long warranty helps mitigate concerns about the long-term reliability of a highly complex electric vehicle. The underlying mechanical components, such as the single-speed reduction gears and permanent magnet motors, are relatively simple compared to internal combustion engines. However, the electric roof mechanism, motorized scissor doors, and extensive screen layout introduce multiple potential failure points over time. The brand has faced some owner reports regarding software lag and battery management issues on the shared platform in older models, though the Cyberster is too new to have established a significant track record of its own. German technical inspection organizations have not yet published breakdown statistics for this specific model.