MG Windsor EV review: Revolution or just another EV?

Despite all the apprehensions surrounding electric vehicles (EV), it is safe to assume that EVs are the future mobility solutions. When that future arrives though remains debatable. Hence, some OEMs are still bullish about battery-powered vehicles even though globally this segment has been witnessing a slowdown in recent times.

In India too, the demand for EVs has somewhat plateaued even with the recent influx of EVs in the market. However, the MG Windsor EV has the potential to revive this segment. Priced at an introductory Rs 9.99 lakh (ex-showroom) with battery being offered separately as a service for the first time in the country, this product has grabbed all headlines in the last few days.

Sold as the Wuling Cloud EV in China by SAIC, MG Motor’s parent company, the Windsor is truly unique and first of its kind proposition for the Indian market. No prizes for guessing that it derives its name from Windsor Castle, hence, substituting its Chinese DNA with some British legacy. We recently got to drive the Windsor EV and found out if it’s as exciting as it looks on paper.

MG Windsor EV review: Unconventional design

Starting with its design, which itself is a complicated subject, the Windsor EV makes it even more complicated with its unconventional looks. At first glance, it seems as though a hatchback, an MPV and a compact SUV were thrown into a giant mixer grinder and the result out of it became the Windsor EV. Personally, I’m not very fond of it but it can definitely grow on you if you start living with it.

It boasts a striking design language, blending sleekness and sophistication. Up front, the face exudes a cascading effect with its split lighting setup featuring pod-style LED headlights below and  connected LED DRLs on top. This is rounded-off by a healthy dose of chrome which isn’t too loud and remains subtle. The extremely small front overhang with no bonnet is somewhat reminiscent of the Maruti WagonR. 

Moving towards the sides, the flush door handles and 18-inch alloy wheels, creating a clean and aerodynamic profile. Further, the charging flap is discreetly positioned below the A-pillar on the front left fender for convenience.

The rear fascia exudes sportiness and futurism, courtesy of a roof spoiler for enhanced aerodynamics, and connected LED tail lamps creating a three–dimensional effect of sorts. Additional design elements that elevate the Windsor EV’s visual appeal include blacked-out pillars for a floating roof effect, and an expansive quarter glass at the A and C pillars for an airy feel. MG is offering four colour options with the Windsor namely Starburst Black, Pearl White, Clay Beige, and Turquoise Green.

MG Windsor EV review: Premium interiors at a budget

The cabin of the Windsor EV screams of comfort and space. Despite a predominantly blacked-out cabin, the Windsor EV emanates a sense of space at the front as well as the rear. Accentuating this sense of space is a massive panoramic glass roof which is fixed and lets sunlight enter the cabin. The minimalism philosophy has been carried forward inside the cabin as well. 

There are no physical controls apart from the couple of dials and toggle switches on the steering wheel and a few toggle buttons for the air conditioning controls on the dashboard. That brings us to the biggest highlight of the cabin— a humongous 15.6-inch touchscreen infotainment system that integrates every single control of the car, right from the headlights and ORVMs to the glass roof sunshade and ambient lighting.

Developed in collaboration with Jio, the infotainment screen is quite intuitive but it packs too many functionalities that will take the user a good amount of time to get used to it. There needs to be a masterclass only for the infotainment for a comprehensive understanding of the same. However, one big miss I feel is the lack of Advanced Driver Assistance System, since MG already offers this technology in multiple models.

The quilted seats are wide, well padded, and offer great comfort. Further, there is tremendous amount of knee room and legroom to go with a more than decent amount of headroom. The rear seat is wide enough to accommodate three adults and a flat floor courtesy of a skateboard architecture would make life much easier for the middle passenger. Although the lack of underthigh support could be a bummer to many. 

However, the space and the 135-degree recline for the rear seats adds to the sense of comfort which will make the Windsor a very good chauffeur driven car. Other key interior highlights include a large centre console encompassing multiple charging ports, cup holders, wireless smartphone charging, and storage space under the armrest, front tunnel, and interior door trims, making Windsor EV a very practical offering.

MG Windsor EV review: Versatile driving nature 

The experience from behind the steering wheel of the Windsor was nothing extraordinary but yet it managed to fulfil all the expectations of an everyday driver. I got to drive the car for a few hours on a Friday morning and afternoon, mostly around the bustling  traffic of Delhi and Gurgaon. The first ace in the hole is the ease with which the Windsor drives in tight congested traffic making it a breeze even for new drivers.

Powering the Windsor is an electric motor mounted on the front axle which pumps out 134 bhp and 200 Nm of torque. The power delivery is very seamless and linear just like any petrol or diesel car minus the lag usually seen in them. Even though all that power and torque is available instantly, the Windsor does a good job in transferring the output to the wheels in a smooth manner.

There are four drive modes on offer– Eco, Eco+, Normal, and Sport. During my relatively short test stint, I constantly switched between Normal and Sport and the difference in performance was very noticeable. While the Normal mode is brisk in itself, it is a lot calmer than the spirited Sport mode where even the slightest push to the throttle turns the Windsor EV into a pocket rocket.

Not just the throttle but the steering also gains heft and becomes a lot sportier in the Sport mode. In Normal mode, the steering is on the lighter side, which makes manoeuvring the electric CUV through tight traffic a breeze. The process of gaining speed is also a lot quicker in Sport mode but this comes at the cost of range. Speaking of which, the constant fluctuation between Normal and Sport modes also had a negative impact on the range shown in the instrument cluster.

Eco and Eco+ modes dial down the performance levels drastically and should only be considered to maximise the range in the tank. Moreover, there are three levels of regen. I spent the entirety of my driving session with the heaviest level of regen which practically allowed me one-pedal driving although the exact rate of energy consumption and restoration can be figured out only when we get to drive the car for an entire charge cycle.

I started my drive at 99 percent battery with 315 km left before it drains out. After 60 kilometres of cumulative driving the range stood at just over 200 km. This includes the switch in drive modes, light and heavy foot on the throttle, clear passage on highways, tight city traffic comprising long halts at signals, smooth tarmac and some patches of broken roads.

As mentioned previously, the Windsor EV offers a comfortable cabin experience, and a lot of it should be credited to its supple ride quality. The Windsor EV is based on a skateboard born EV platform and hence the weight distribution is immaculate lending it a planted ride quality. At the same time, it isn’t a corner carver and has its limitations. The handling is more than decent for a city car but it is clear MG opted for better comfort over performance.

MG Windsor EV review: Verdict

This is one of the toughest verdicts for me to pen down simply because the Windsor EV doesn’t really have any major flaws and yet there’s nothing extraordinary about the car itself. The extraordinary part is in its ownership schemes. For the first time in India’s EV market, a manufacturer is offering the battery as a service (BaaS) which means under this module, buyers will pay for the shell of the car while the battery will be available on a rental scheme which starts at Rs 3.5 per km.

On top of this, the buyer has to pay for charging the battery which MG claims to be around Rs 1 per km. At the time of filing this report, MG Motor hasn’t announced the complete list of rental plans it will be offering to Windsor EV customers under the BaaS scheme. For a better understanding of BaaS, refer to the link below.

For those, who want complete ownership of the car, worry not as MG will be offering the Windsor EV with the battery pack as well with prices starting from Rs 13.50 lakh (ex-showroom). The point to be highlighted here is that Windsor is more than a decent car, checking all the right boxes, however, the best part is not the car or its features, or driving manners, or comfort, but the flexibility of buying or owning one. 

MG says that these new ownership schemes will give buyers multiple choices that could open floodgates for EV adoption. If you’re looking to make the transition to the no emission side, I’d have to say that the MG Windsor EV stands out as one of the strongest contenders.