2025 MG IM5 review: Australian first drive

Another month, another new car brand. This time it’s the turn of IM.

A quick explainer. MG Motor, of course, has become a mainstream brand in Australia, its line-up of affordable small cars, SUV and EVs now see it firmly entrenched inside the Top 10 in terms of new car sales.

But now, in a first for the Chinese brand in Australia, MG is spreading its wings, bringing a line of luxury electric cars under the IM banner. IM stands for Intelligence in Motion, and is a joint venture between Chinese auto conglomerate SAIC (which owns MG among others), e-commerce giant Alibaba, and IT company Shanghai Zhangjiang Hi-Tech Park Development.

The IM brand was formed in China in 2020 and by 2024 had two models in its line-up, the L6 sedan and LS6 SUV.

Those two EVs have now made their way to Australia, and with help from MG Motor, have been locally rebadged as the IM5 sedan and IM6 SUV. With distinct IM badging, as well as a lone ‘MG Motor’ badge at the rear, the new range of premium EVs is being sold at MG dealerships, where they will have Tesla in their sights, certainly on pricing.

We have yet to drive the Model Y-rivalling IM6 SUV, but we have spent a day behind the wheel of the Model 3’s latest competitor, the IM5. And first impressions are good. Let’s take a closer look.

There are three distinct variants as part of the IM Presented by MG Motor IM5 (to give the model its full and official title) range.

The rear-wheel-drive entry-level IM5 Premium is powered by a single 217kW/450Nm electric motor fed by a 75kWh battery good for 490km of range on the WLTP cycle. It’s priced from $60,990 drive-away.

The mid-spec IM5 Platinum retains the rear-wheel drive of the entry-level Premium, but ups the ante with 800V EV battery architecture, a more powerful 300kW/500Nm, a bigger 100kWh battery and claimed driving range of 655km (WLTP). It’s priced from $69,990 drive-away.

Sitting atop the range, the IM5 Performance brings all-wheel drive via two electric motors (200kW/320Nm front and 372kW/500Nm rear), a 0–100km/h sprint claim of 3.2 seconds and a WLTP-tested driving range of 575km. It’s priced from $80,990 drive-away. And it’s the car we tested in this review.

The Tesla Model 3 might seem an obvious rival, and on pricing alone it certainly is, with the Model 3 Performance asking for an identical $80,990. But it’s worth reiterating that IM’s pricing is drive-away while Tesla’s attracts on-road costs that will see anywhere between $3000–$8000 (depending on the state or territory) added to the final price.

Two other options for buyers looking for an EV medium sedan are the BYD Seal (from $49,888 before on-road costs) and the Hyundai Ioniq 6 (from $67,300 before ORCs).

But where the IM5 stands out is in size. It’s significantly larger than its immediate rivals; its 4931mm length, 1960mm width, 1474mm height and 2950mm wheelbase are more in line with the Mercedes-Benz EQE and BMW i5. The German pair are significantly more expensive, unsurprisingly.

IM’s premium aspirations are writ large inside the IM5 with big screens, lots of tech, plush-looking materials and solid build quality.

A huge 26.3-inch touchscreen dominates the cabin. The left-side serves the IM5’s infotainment system, while the right-hand side serves as a digital driver's display.

It’s a good set-up too, with crystal-clear graphics and decent responsiveness to touch inputs.

Wireless Apple CarPlay (and Android Auto) is standard across the range and it worked faultlessly during my time with the IM5. There’s inbuilt satellite navigation too, although no DAB or AM radio, with FM the only radio bandwidth offered. That’s a bit of a miss, to my mind.

Below the main screen, and integrated into the console, another 10.5-inch touchscreen serves as the IM5’s nerve centre. It controls most of the car’s functions, including climate, mirrors, seats, safety and driver assist systems.

It’s a modern affliction, burying a vehicle’s vital functions inside a screen, and it’s not one I’m fond of. But in an era where minimalism is equated with luxury, it’s here to stay – at least in this car's case.

IM has gone some way to alleviating the over-reliance on screens with a series of shortcuts on the screen that can be personalised to feature the most commonly used functions.

Additionally, using two fingers to swipe up or down the secondary screen will raise or lower the temperature settings, while swiping left or right will adjust fan speed. And IM’s voice controls (‘Hello IM”), which can be used to control various functions, work particularly well.

What IM calls synthetic leather is in abundance – on the seats, door tops, dash, everywhere you might look and touch. It comes in Highland Grey as standard but can be switched out to Dover Beige, essentially white, for an extra $1000.

The front seats feel comfortable and supportive, with good side bolstering, and the entire cabin enjoys a light and breezy ambience thanks to the panoramic glass roof fitted standard across the IM5 range. It’s double-glazed and thermally insulated, which should keep the heat off your head on even the sunniest days. As IM’s representative told Drive at the handover of the IM5, the roof remains cool to the touch on the inside, while having the ability to “fry an egg” on its exterior surface. We didn't put that light-hearted claim to the test.

Is it a practical cabin? Yes and no. There’s a central storage bin, the usual pair of cupholders, a ventilated wireless smartphone charging tray, and some additional storage underneath the console. Don't look for a glovebox, though. There isn’t one. The door pockets can take bottles.

The second row is generous in terms of space, with plenty of room in all key areas. But for a fledgling player in the premium market, the IM5 lacks some of the creature comforts in row two that buyers could – rightfully – expect. Yes, there’s heating for the outboard seats, but no distinct climate controls, only air vents. And a single USB Type-C outlet in the second row is below par in today’s new car landscape.

A fold-down armrest reveals a pair of cupholders and the doors can take bottles. The second-row seat backs recline up to six degrees for some extra lounge-like comfort.

Cargo space under the powered tailgate is a bit of a letdown; the IM5 trails its natural rivals. With the second row seats in use, there are 457 litres to play with. That expands to 1290L with the second row folded away. There are tie-down hooks and an LED light in the boot, as well as a 12V outlet. For context, Tesla's Model 3 has a claimed 594L.

A small 18-litre nook under the bonnet adds some additional capacity, again trailing the Model 3's 88L. It’s where the IM5’s tyre repair kit lives. There is no spare.

The IM5 hasn’t been through the ANCAP wringer yet and remains unrated in terms of safety for now. A comprehensive suite of safety technologies and advanced driver assist systems is bundled into the IM5, and while some stray into the annoying category, we applaud the simple shortcut that disables most of them with one click on the secondary screen. Other brands take note.

One safety highlight is the blind-spot monitoring system. We’re all used to the little flashing illumination in the door mirrors when something is in – or near – our blind spots. But IM has taken this a step further by utilising that giant screen in the cabin to good effect. The edges glow red while indicating if the system detects a blind-spot presence. It’s another reminder, and a useful one at that, to remain vigilant when changing lanes or merging.

From the outside the IM5 looks sleek and purposeful. A curvaceous design devoid of any sharp creases promises to be sleek and aerodynamic. And it is, with a drag coefficient of just 0.237Cd (Performance variant).

The Performance grade on test here sits on 20-inch alloy wheels, staggered in size (245mm up front and 275mm at rear) and shod in Pirelli P Zero rubber.

Two electric motors combine for a claimed 0–100km/h sprint time of 3.2 seconds, just 0.1sec shy of the Tesla Model 3 Performance’s 3.1sec.

IM doesn’t quote combined power and torque outputs, but the front motor makes 200kW/302Nm while the rear unit pumps out 372kW/500Nm.

And certainly, the IM5 is rapid straight off the mark. It’s a gut-punching surge of speed that once you’ve tried it, becomes a secondary consideration – a nice-to-have for those moments when you need to merge onto a motorway, but not really applicable (or appropriate) in the real world.

Yet, it’s in the real world, in everyday driving situations, where the IM5 demonstrates its worth, because what we have here is a comfortable, refined, and nicely balanced car that does everything today’s buyers expect from a new car.

Ride comfort is excellent thanks to adaptive air suspension fitted exclusively to this range-topping Performance variant. It works in tandem with IM’s continuous damping system that monitors road and driving conditions and adjusts the stiffness of the springs in real time.

The end result is a suppleness to the way the IM5 rides over bumps and deals with patchy road surfaces, offering a level of refinement in line with the brand’s premium aspirations. That refinement is enhanced by double-glazed windows and sound-deadening measures, the cabin remaining impressively calm and quiet.

The four-wheel steering system (standard on all IM5 variants) works well, imbuing the IM5 with a nimbleness and agility that comes into its own in tighter urban environment or – as I did – when putting its performance chops to the test on some twisting and winding rural back roads.

Steering feel is nicely weighted too, and with a progressive and direct responsiveness to inputs.

Ventilated disc brakes all round with Continental four-piston calipers do a good job of retarding speed, although the transition between regenerative and friction braking is noticeably felt through the pedal, which requires a firmer push once the calipers and discs take over.

There’s also what IM calls ‘comfort braking’, which works with the air suspension to reduce the amount of pitch under harder braking situations. It works too; the IM5 remains nicely flat and composed.

IM says the Performance variant and its 100kWh (96.5kWh usable) battery are good for a claimed 575km of range based on WLTP laboratory testing. IM doesn’t quote an energy consumption number, so the 19.4kWh per 100 kilometres I saw over my time with the IM5 Performance is the only measure we have to work with. Based on that, a more realistic range is a smidge under 500km (497km).

But thanks to the Performance’s 800V EV architecture, and a maximum charge rate of 396kW, IM claims the battery can be replenished from 30–80 per cent in a tick over 15 minutes. That’s if you can find a 400kW supercharger. Using the more commonly available 150kW fast charger, we estimate a more realistic time of around 25–30 minutes.

So what’s the verdict? MG’s first foray into offering a more premium product in Australia is a good one. The IM5 has all the trappings and hallmarks of a luxury EV.

It looks sleek and purposeful, is generously equipped, and offers a minimalist, comfortable and spacious interior.

The biggest challenge facing IM is arguably brand recognition and, having MG on board (and on the tailgate), and with IM to be sold through local MG dealerships, along with the brand’s five-year (or seven years if serviced through MG dealerships) warranty, will certainly help.

My time with the IM5 Performance at launch was only a short one, but I spent enough time behind the wheel to form strong first impressions. On that front, the IM5 Performance is rewarding to drive, its unquestionable straight-line acceleration only one small part of the equation, with driving dynamics, ride comfort and overall refinement the real stand-outs in everyday driving.

Rob Margeit is an award-winning Australian motoring journalist and editor who has been writing about cars and motorsport for over 25 years. A former editor of Australian Auto Action, Rob’s work has also appeared in the Sydney Morning Herald, The Age, Wheels, Motor Magazine, Street Machine and Top Gear Australia. Rob’s current rides include a 1996 Mercedes-Benz E-Class and a 2000 Honda HR-V Sport.

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