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The MG Windsor is the first new vehicle to come out of the JSW MG Motors alliance, and with it, MG is hoping to cause mass disruption. Introductory prices for the MG Windsor start at ₹9.99 lakh (ex-showroom), with a Battery as a Service (BaaS) program charging the consumer ₹3.5 per kilometre to rent the battery. This unique business model reduces the cost of acquisition by pricing it on par with compact ICE SUVs and allows the consumer to pay for the battery as they would otherwise for fuel. Is it as straightforward as that? Can Windsor take on mid-size SUVs like the Hyundai Creta and Maruti Suzuki Grand Vitara while pulling customers from EVs like the Tata Nexon EV and Mahindra XUV400? Read on to find out!
In case you want to watch the review, you can check it out here.
In a sea of pseudo-SUVs, the Windsor is what MG calls a CUV – a Crossover Utility Vehicle – and to my eyes, it's all the better for it. Its styling is divisive, but comparisons to the Fiat Multipla – the most heinous-looking car to come out of Italy – are a bit unfair. The Windsor is a lot larger than it looks in pictures. Until you see it in the flesh, you'd be forgiven if you thought it looked like the Honda Jazz replacement we never got. In person, however, the Windsor is quite substantial, with an overall length nearing 4.3 metres – just shy of mid-size SUVs like the Hyundai Creta.
In terms of styling, the MG or Wuling family resemblance is quite apparent, with the Windsor looking like a larger, more rounded MG Comet. It gets a full-width LED DRL, some neat LED headlamps, and even an illuminated MG badge on the nose. The Windsor rides on 18-inch five-spoke alloys shod with 215-section Goodyear EfficientGrip rubber – more on that later – which do quite well to fill up the wheel arches. The side profile is the Windsor's best angle, showcasing its short overhangs and substantial 2.7-metre wheelbase with flush door handles accentuating the streamlined silhouette. Around the back, the Windsor sports a prominent boot lid spoiler and full-width LED tail lamps with some fabulously intricate detailing.
Overall, the futuristic, almost pod-like design language is quite unique in its class and seemed to draw quite a few eyeballs. The only thing I am not a fan of are the accessories that MG tacked on to seemingly tailor the Windsor to Indian sensibilities. Stuff like the rubbing strips all around the car and the roof rails – which are not functional and say so explicitly – add nothing and instead detract from an otherwise clean design. I would avoid them.
Inside is where the Windsor truly lives up to its regal aspirations. The minimalist cabin is well thought out, and despite its all-black theme, it feels very airy. The massive glass roof plays a huge part in that, but there is just so much space that it would be impossible to feel claustrophobic. The dashboard is dominated by a 15.6-inch infotainment screen, which makes the 8.8-inch digital instrument cluster feel minuscule in comparison. It features the obligatory wireless Android Auto and Apple CarPlay in addition to over 80 connected car features and the MG App Store powered by Jio, allowing you to play games, watch content, and connect the car to your home.
The only drawback is that MG has moved most physical controls into the screen, meaning if you want to turn on the high beam, open the sunroof blind, or even adjust the wing mirrors, you will need to navigate at least a couple of menus — more if you are already connected to Android Auto. MG has foreseen that this might cause a furore and given the Windsor physical AC controls that the Wuling Cloud sold elsewhere does not get. Providing the tunes is a nine-speaker Infinity audio system, which sounds rather nice.
The cabin is totally clutter-free thanks to this approach, but if you want to add some clutter back, the floating centre console has three cupholders, two of which can be merged to hold a bowl of ramen — I'm not kidding. There is also a wireless charger, an armrest with a deep cubby, and another larger cubby with two USB ports and a sliding lid. If that wasn't enough storage space, there are also two cupholders on the dash, a generous glovebox, and door pockets.
The front seats are ventilated, but only the driver's is power-operated. While the seats may not appear to be very supportive – covered in quilted leather that would actually look at home in Windsor Castle – once you get past the first few millimetres of soft foam, you find decent side bolsters and good thigh support. Fit and finish is very good too, with lots of soft-touch plastics, dull wood, and gold accenting. The rear seats, however, are the highlight of the whole interior, if not the entire car. Legroom and headroom are among the best in class, and the backrest can be reclined 135 degrees. Fold the front seat flat, and you can get into full-slumber mode. How often one actually uses this is debatable, but the Windsor would make a great chauffeur-driven car.
The Windsor boasts a 38kWh battery pack made up of prismatic cells powering a single-drive motor on the front axle. The motor puts out 136bhp and 200Nm, certainly not segment-best – both the Tata Nexon EV and Mahindra XUV400 produce more – but it is adequate. Acceleration is not going to wow, which is why MG hasn’t published an official 0 to 100kmph time, but we suspect it's in the region of 10.5 seconds. But that’s missing the point; the Windsor isn't meant to shock your friends with its acceleration. It’s much more relaxed in temperament.
It gets four drive modes: eco+, eco, normal, and sport, each of which bumps up the performance. In the city, Eco works best with enough performance to keep up with traffic while still keeping progress nice and smooth. However, speed is limited to around 85kmph, which is why you need normal mode on the highway. Sport mode unleashes full power, but even then, the Windsor never feels particularly rapid. For our test, we ventured onto the Delhi-Mumbai expressway, and the Windsor was happy to sit at triple-digit speeds without fuss. Range, however, did take a significant hit at cruising speed.
MG claims that the Windsor can manage 331km on a charge; however, this is yet to be certified by ARAI. We started our day with a 99 per cent charge and a displayed range of 315km, and I suspect on the highway, the real-world range should be in the region of 250km, rising closer to 300km when driven purely in the city. We will confirm this with a full range test when we get the MG Windsor on home turf.
The positioning of the Windsor would have you believe that its ride quality was like floating on a cloud – wink, nudge – but the truth, however, isn't quite so. Straight off the bat, the Windsor's ride seems fairly absorbent, soaking up the bumps around Gurugram quite well. Pick up the pace, though, and the ride starts to get a little busy – not trashy, but never totally settled. This leads to an uneasy bobbing sensation on the expressway that detracts from the overall experience.
Being on the expressway for much of our drive, we will reserve judgement on handling until we drive it on familiar roads around Pune, but initial impressions are somewhat underwhelming. It does feel surefooted and stable on the highway, but when pushed enthusiastically into a bend, the Windsor defaults to understeer. The steering does weigh up nicely as the speeds rise, but feel and feedback are lacking. But again, expecting a Windsor to handle is missing the point. If only the ride was a bit more sophisticated to drive home the fact that this is a comfy cruiser.
MG’s Battery as a Service program allows you to buy the car but rent the battery on a monthly basis for around ₹3.5 per kilometre, but it isn't as simple as that. MG has partnered with four finance companies for the BaaS program, each with its own USPs and caveats. Bajaj Finserv and Hero Fincorp will charge you for a minimum of 1,500km a month at ₹3.5 per km, regardless of how much you drive. Hero Fincorp will also charge you ₹3.5 for any additional kilometres, while Bajaj Finserv charges for a flat 1,500km even if you exceed that threshold. The USP for these two financiers is that they offer attractive interest rates on the car, starting at around nine per cent. Do the math, and this works out to a minimum of ₹5,250 per month for battery rental.
Vidyut Tech only charges based on actual running; however, we assume this will come at the cost of a higher interest rate on the car. Ecofy Autovert also charges a flat 1,500km per month; however, it is calculated at a higher ₹5.8 per kilometre, their USP being paperless real-time loan approval. They also do not charge for additional kilometres, meaning you will spend ₹8,700 per month to rent the battery.
Factor in the cost to charge the vehicle at around ₹1 per kilometre, and you will spend anywhere between ₹6,750 and ₹10,200 depending on the plan you choose – significantly cheaper than running an average ICE SUV for the same distance. MG is also offering free public charging for the first year to customers who book a Windsor before December 31. There is also a lifetime battery warranty and an assured buyback at 60 per cent of the value after three years; however, both of these require the purchase of an MG service contract that costs around ₹29,000 for three years.
Studies say that the average Indian driver covers around 10,000 kilometres a year, so how much does the Windsor EV save when compared to a midsize SUV? Assuming petrol costs ₹103 (which is what they are in Maharashtra) and an average of 10kmpl, a midsize SUV will cost ₹1,03,000 to fuel over 10,000km. Similarly, assuming the Windsor does 250km on a charge — equating to 15.2kWh/100km — it will use 1520kWh to run 10,000km. If you solely depend on public chargers, then the Windsor will cost around ₹30,400 to charge at an average rate of ₹20 per unit. Home charging at an average of ₹7 per unit will cost significantly less at ₹10,640.
If you add to this equation the cost to rent the battery at ₹5250 per month or ₹63,000 a year, then you will spend ₹93400 if you are depending on public chargers only. Not a huge saving over an ICE, but realistically most EV owners will charge at home almost 90 per cent of the time, and then the savings are much larger at ₹29,360. If you drive more than 10,000km a year, then this delta will increase, and conversely, if the ICE in question returns better than 10kmpl, then it will decrease.
If you choose not to opt for the BaaS program, you can purchase the MG Windsor outright, with prices ranging from ₹13.50 to ₹15.50 lakh (ex-showroom). When comparing starting prices, buying the battery adds ₹3.5 lakh more than renting it. To put it in perspective, that’s equivalent to five and a half years' worth of battery rentals, assuming an annual rental cost of ₹63,000. Naturally, the BaaS scheme will come with several asteriks, so it’s important to go through the contract carefully before committing.
However, if the BaaS program fits your usage needs, ₹9.99 lakh is a very attractive entry point for what is a highly comfortable and capable vehicle. BaaS is most beneficial if you drive at least 1500km per month and plan to trade the vehicle within three years, taking advantage of the 60 per cent assured buy-back in that period. If your driving is less frequent or if you plan to keep the vehicle longer, it might make more sense to buy the Windsor outright.
So, who is the Windsor for? It's ideal for someone who prefers to be chauffeur-driven during the week and takes the wheel only on weekends. Its pricing positions it against the best mid-size SUVs like the Hyundai Creta and Maruti Suzuki Grand Vitara, while also competing with compact electric SUVs like the Tata Nexon EV and Mahindra XUV400. In terms of performance, it matches its EV rivals, though it doesn’t surpass them. When it comes to comfort and interior space, however, it outshines the mid-size SUV segment. While the handling could be better, it’s unlikely to matter to its target audience, and while high-speed ride quality could improve, it’s perfectly adequate for city driving. A compelling proposition overall and a great addition to an otherwise saturated segment.
