Ever since launching its first vehicle in India – the Hector – in 2019, MG has followed a tradition of naming its products after British military and aerospace icons and that’s why its latest electric offering is christened the MG Hector Tomahawk EV, a tribute to the famous fighter aircraft flown by the Royal Air Force (RAF) during World War II

Interestingly, though its new EV is built on a completely new ADAPT (Advance Drive Architecture Platform Technology) platform, which has no mechanical components in common with the fossil fuel powered Hector, MG has retained the Hector name because it was MG’s entry vehicle in India and our consumers are familiar with it.

One of the automobiles I have been really keen to try out this year is the MG Hector Tomahawk PHEV (Plug-in Hybrid Electric Vehicle), but since MG has decided to introduce it later, what I drove in Cochin (now Kochi) recently was the BEV or battery electric version of the Hector Tomahawk.

Look at the Tomahawk and you can see that MG has started focusing on making its styling more restrained, with a greater focus on elegance and style, and not so much on the loud eye-catching elements that one saw in some of its earlier products. This approach in design appeals to my sense of aesthetics and I find the MG Hector Tomahawk EV to have well balanced proportions and clean lines. The body design is such that is exudes both strength and some style, but I have to say that the side and front profile are its two better looking sides. In comparison, the rear end is quite ordinary.

With measurements of 4745 mm length, 1850 mm width, 1770 mm height, and a wheelbase of 2810 mm, the MG Hector Tomahawk EV is fairly large and is available in both 5-seater and 7-seater layout configurations. It has decent street presence, but lacks the kind of intimidating muscle that many Indian consumers sadly seem to prefer. However, both ladies and gentlemen of good taste, will like its more dignified stance, poise and posture.

In my view, the one weak part of the design of the MG Hector Tomahawk EV is the grille. Ironically, an EV does not need a grille because it has no radiator, or even an engine. Despite this, MG stylists have chosen to put in a grille in what I guess is an attempt to make the EV look as conventional as possible. But sadly, it’s quite a run of the mill type of shape and design and fails to make the kind of impact a more smartly styled grille would have. And as it does not serve any purpose other than ornamental, it is blanked off!

But what will immediately catch your attention – and capture your heart – is the passenger compartment. It is smart, classy and well laid out with rich looking and nice to touch materials. The colours, textures, finishing and so on, all have a premium quality feel and give the MG Hector Tomahawk EV, a high-end SUV aura.

This is further enhanced by the large 15.6-inch central touchscreen and the 8.8-inch digital instrument cluster placed behind the steering wheel. The graphics and several built-in features further enhance the luxurious and modern ambience, and gizmo lovers will surely be enamoured by the Tomahawk EV‘s modes like Nap Mode, Camp Mode, Quiet Mode, Energize Mode, etc. There is even a Valet Mode, lockable via a password that restricts access to the central infotainment system and blocks sensitive connected car features to secure your private data while the vehicle is with a valet! Data has really become the “New Gold” and since everyone is after it, protect it you must.

Interestingly, though almost all manufacturers no longer provide lighters or ashtrays to discourage smoking, the MG Hector Tomahawk EV has a “Smoking Mode” which automatically configures the climate control intake and ventilation to refresh the cabin air efficiently.

Like all EVs, the MG Hector Tomahawk is easy to drive and comes with a 69.2 kWh battery pack with the electric motor delivering battery power equivalent to 201 bhp and 310 Nm of torque, which helps it get from 0 to 100 in a claimed 8.2 seconds. This is quite respectable for a SUV weighing 1685 kg to 1710 kg (depending on the variant).

But what I don’t like is how all the power instantly rushes to the front wheels and results in noticeable torque steer. Yes, under hard acceleration (particularly in sports mode) the steering has significant pull and tug to the left and right, and you need to hold it firmly with both hands, to keep the Tomahawk in a straight line.  And this happens even if you are on the move and suddenly floor the pedal to make an overtaking maneuver or want to speedily accelerate out of a corner or situation. Obviously this torque steer is so pronounced, because MG has chosen not to offer dual-motors or all-wheel-drive (AWD) in its Hector Tomahawk EV.

Notwithstanding that, as EVs rely so much on computers to manage power delivery, the software could have certainly been programmed or tuned to somewhat neutralize the tugging effect of the instantaneous high peak torque on the steering wheel. But calibrating the power delivery to make it more gradual and linear, also means that one would not get the rush of acceleration and power that many Indian drivers and consumers seem to revel in.

One of the biggest concerns in an electric vehicle is the range, and the MG Hector Tomahawk EV has a claimed range of 517 km on a single charge, as per the MIDC (Modified Indian Drive Cycle) certification. However, as many of us have experienced in real-life driving situations, the actual range should be around 400 to 450 km, depending on the driving style and conditions.

While I have praised the interior and truly appreciate its ambience, there are couple of things that could have been better. For one the range of adjustment on the 6-way electrically adjustable drivers’ seat. It is quite limited and while driving the MG Hector Tomahawk EV, I definitely felt the need to take the seat back a bit more, and also wanted to further lower its height. But though there is enough space, the limited range of adjustment restricts seat movement to a smaller area.

One more thing that in my opinion could have helped improve driver and front passenger comfort, would have been a less broad and not so big console. EVs don’t need conventional transmissions or the raised tunnels in the floor to accommodate them. But as the Tomahawk EV is built on the MG ADAPT platform, which is also engineered to allow the fitment of a traditional IC engine along with all the related plug in hybrid components, the Hector Tomahawk EV has a bodyshell and floor pan with a transmission tunnel. From what I am guessing, removing the hump just for the EV may have required substantial re-engineering and it’s because of this that MG chose to put a big center console to conceal the hump, while also making the design look cohesive.

And while MG have done a great job of making the large center console look good and have also built in plenty of storage spaces, wireless phone charger, AC control buttons, etc, the fact is that this center console and the transmission hump below it, eat into the space of front occupants and while driving the MG Hector Tomahawk EV, my left leg and knee were constantly rubbing against this console, making me wish its presence away. But as mentioned, though the Hector Tomahawk is an EV and principally should not require a transmission tunnel, it has to live with one due to its PHEV sibling that should make its entry in the near future.

While driving in and around Cochin in the MG Hector Tomahawk EV, I also found the ride, particularly at lower speeds, to be on the firmer side with the suspension constantly thudding and making you aware of every imperfection in the road. And when you are sitting in as plush an interior as the one of the Tomahawk EV, one does not really like the outside intruding into the inside.

Like is the norm with EVs, the MG Hector Tomahawk also has various levels of regenerative braking – namely Comfort (where braking is similar to normal IC cars), Standard (this provides gentle deceleration when lifting off the accelerator pedal), Strong (this is the most aggressive setting which swiftly starts slowing the Tomahawk the moment you lift your foot off the accelerator). However, though it brings the Tomahawk to a crawling speed, unlike the one pedal driving modes offered by some other EVs, it does not get the Tomahawk to a complete halt and you have to push the brake pedal to stop.

The last and most interesting regenerative braking mode is the Intelligent Mode. This supposedly, automatically adjusts the intensity or strength of the regenerative braking depending on real-time traffic density and movement detected ahead. Unfortunately, as I was focusing on other aspects in my 100 odd km test-drive, this mode I did not try. But I look forward to checking it out properly when I get the MG Hector Tomahawk EV for a longer duration.

The Tomahawk EV also come with various driving modes like Standard, Eco, Sport and Custom that alter the throttle response, brake feel, and steering weightage to suit different driving environments. Therefore, the driver has many combinations and permutations of various modes to try and pair, to get the desired driving feel and range. So, some application of mind, will surely help in getting the best out of the MG Hector Tomahawk EV.

Apart from the few niggling things I have mentioned, the Tomahawk EV truly has a lot going for it – like the massive 610 litre boot space (5-seater configuration) with approximately 85 percent of the floor area being usable. Its also got a most impressive and serious off-roader like 230 mm of ground clearance. And with clear ambitions of increasing its market share, MG have aggressively priced the Hector Tomahawk EV from ₹19.49 lakh to ₹23.49 lakh.

With that superb interior, large size, smart looks and all those fancy features, this is definitely value for money and I am sure that the MG Hector Tomahawk EV is set to attract many customers. Now after this long read (hopefully not boring), you can select “Nap Mode” on the center display of the Tomahawk EV, and have a nice siesta. “Sweet Dreams (Are Made of This)” – Who am I to disagree?”