Motoring

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MG HS +EV (nee PHEV) is the Chinese carmaker’s first plug-In hybrid

The ongoing growth in Australian sales of MG vehicles continues to gather pace with the Chinese importer now sitting in seventh place of 2022 year-to-date sales at the end of April.

The company’s success is all the more impressive given that there are only three models in its range, the MG3 hatchback, ZS small SUV and HS mid-sized SUV.

The two SUVs are offered with different levels the HS is a plug-in hybrid. Both come with the choice of Excite and Essence equipment levels.

The subject of this week’s review is the HS plug-in, originally branded, logically, as the HS PHEV but subsequently renamed, probably at the behest of the company’s marketing branch, as the HS +EV. We were in the higher-specced Essence variant.

MG HS +EV is a neat and stylish vehicle without anything to make it stand out from the SUV crowd. The front is dominated by a large honeycomb grille with the familiar ‘MG’ badge wide, narrow headlamps with daytime running lights above extended lower air vents, also honeycombed.

How many buyers, especially younger ones, recognise that iconic badge and its history is an interesting question – we suspect not many.

The Essence variant comes with LED headlights – Excite fails to live up to its name and only gets halogen along with 17-inch alloy wheels. Essence has 18-inch diamond-cut alloys, front fog lights and clever puddle lights displaying the MG badge.

Entry is easy to manage and there’s good interior space. Rear legroom is acceptable and there’s plenty of headroom despite the Essence’s panoramic sunroof.

Excite comes with polyurethane / PVC seats while the Essence steps up to two-tone leather front sports seats with power adjustment and heating as well as LED ambient lighting.

Boot space is a reasonable 451 litres with the rear seats in place and expands to 1275 litres with the seatbacks folded. Essence comes with a powered tailgate. The battery charging cable is ’s no room for a spare wheel, instead you’ll need to rely upon the supplied tyre repair kit if you get a puncture, a growing risk in pot-hole riddled Eastern Australia.

combined output of 189 kW and 370 Nm.

All-wheel drive is available in the petrol-only HS but, at this stage, the +EV is front-wheel drive only.

An advanced gearbox transfers the power from the petrol engine and the electric motor to the front wheels. The petrol engine’s drive torque is transmitted by a six-speed automatic gearbox, while the electric motor transmits the power through a four-speed electronic drive unit. Together, they form a 10-speed automatic gearbox, enabling the vehicle to choose the ideal gear and change gear smoothly and rapidly.

Charge time is listed at around seven hours from a normal household socket. We were able to charge from empty to full in just under four hours from our 7kW JetCharge wall box.

Inside there are two large screens, a 12.3-inch fully digital instrument cluster with built-in satellite navigation and a 10.1-inch multi-function with large user-friendly displays.

Smartphone mirroring is available through cabled Apple CarPlay or Android Auto with two USB ports at the front and another pair at the rear. Satellite navigation is standard in both variants.

There’s a six-speaker 3D surround sound audio system.

Standard safety features in both Excite and Essence models include six airbags; enhanced ABS brakes; electronic stability program; active cornering brake control; front seat impact absorbent door padding; hill start assist; emergency automatic door unlocking and hazard light activation; tyre pressure monitoring; reversing camera; and rear parking sensors. Essence adds a 360-degree overhead camera.

Also standard in both variants is the MG Pilot package which adds enhanced features such as adaptive cruise control; forward collision warning; automatic emergency braking; lane cruise assist; blind spot warning; rear cross traf assistance system.

As is the norm with hybrids the HS +EV moves off under battery power with the engine kicking in at around 30 km/h or earlier under hard acceleration. Tapping the ‘EV’ button on the centre console ensures that the engine doesn’t activate while ever there is charge in the battery. scratching our heads with the city cycle showing 5.8 litres per 100 kilometres and the combined city/highway cycle just 1.7 L/100 km. That latter kilometres of the hypothetical 100-km trip with zero fuel being used and the remaining 37 km, under hybrid mode, using the 1.7 litres.

To extend that 1.7 L/100 km beyond that 100 km would require the battery to be fully re-charged before proceeding. We tested the fuel consumption with no charge in the battery and averaged 6.9 L/100km on our predominantly motorway drive from Gosford to Sydney helped along by the usual brake regeneration feature of most hybrid.

These issues aside we found the plug-in MG to be a very impressive vehicle. The instant torque and silent running of EVs contribute to a very enjoyable driving experience.

Testing in EV mode with the battery fully roads, we were able to just about match the claimed range of 63 kilometres.

Performance is capable but unexciting as is the norm with vehicles in the SUV segment. Steering is a little heavy but responsive enough.

Unlike other EVs the amount of brake regeneration when decelerating cannot be adjusted but we found that the level was just right, effective without being too intrusive.

The twin information screens are easy to read and operate although, as is becoming increasingly common, too many of the most-used features needed screen taps rather than being physical knobs.

While we appreciate that the lane-correction safety feature can assist lazy and inattentive drivers, like almost everyone that we’ve talked to, we turn it off at the earliest opportunity. In the HS +EV it’s simply a matter of giving two taps on a button at the end of turn indicator on the steering wheel stalk.

The MG HS +EV competes against the well-established Mitsubishi Outlander PHEV and the just-realised Ford Escape PHEV in the mid-sized SUV segment. With driveaway prices starting at $46,990 it’s the cheapest of the three and comes with the longest (seven-year) warranty.

Whether the extra $10k for the +EV over its depend on buyer’s individual circumstances. For urban buyers with short distance commutes and a home wallbox it would make sense.

Importantly, with long waiting times for most of its competitors, buyers can get into most MG models within weeks rather than waiting many months or even years.

At a Glance

By CHRIS RILEY

JEEP’S TRAIL-RATED COMPASS TRAILHAWK . . . read the ne print.

Compass is the baby of the Jeep family and looks like a downsized-version of Grand Cherokee.

Introduced in 2007, Compass and sibling the Patriot, a reskinned, rebadged version of the car, were the rst of Jeep’s so er crossover o erings.

Compass was rounder, cuddlier and generally more citi ed twin, while the Patriot which was dropped in 2016 was a bit squarer and more macho.

Survivor Compass continues to y the ag for the iconic American brand, targeted at rst time buyers and those whose driving is con ned mainly to paved roads.

For the rst four years the Compass range didn’t include a Trail-Rated version, which in Jeep speak is a guarantee of o -road prowess.

STYLING

e latest Compass is a modern beast, with enhanced tech, redesigned dashboard, a re ned cabin and impressive list of driver assistance systems.

Trailhawk is distinguished by a unique radiator grille, body-coloured foglight surrounds, a prominent bash plate and 17-inch alloy wheels. e horizontal lines of the front are repeated at the rear, with tail lights that provide a more modern and commanding look.

Bumpers, foglights and camera radar have been relocated higher and out of the way to avoid damage o road.

LED daytime, high beam, low beam and fog lights boost brightness by 100 per cent.

Prices start from $39,950 for Night Eagle (love that name), followed by Limited at $45,350, S-Limited at $48,350 and nally Trailhawk at $52,650 -- with Premium paint another $645.

A Premium Package adds a twin-pane sunroof, heated and cooled front seats, heated steering wheel and premium Alpine nine-speaker audio -- all for $3950. e interior has been redesigned with functionality and better use of space in mind Standard kit includes leather with red stitching, two-zone climate air, push-button start, power adjust heated and cooled front seats, a heated steering wheel, rubber mats and reversible cargo area liner.

It has LED head and tail lights, automatic low/ high beam, parallel and perpendicular park assist, front and rear parking sensors, auto lights and wipers, auto dimming rear-view mirror and an electric parking brake.

Compass comes with a 5-year/100,000km warranty and lifetime roadside assistance for vehicles serviced by Jeep.

Capped-price servicing for Trailhawk means you’ll pay $399 per visit for the rst ve services, with intervals set at 12 months or 20,000km -- whichever comes rst.

INFOTAINMENT

It has the latest Uconnect 5 system, with a 10.1inch touchscreen and six-speaker audio as standard, featuring voice control, Bluetooth, TomTom navigation, DAB+ digital radio, fully customisable homepage and new ‘touch and swipe’ mode with the option to create widgets.

You can create multiple user pro les that store customised music preferences, apps, seat position, mirror angles and aircon levels, plus frequent destinations and ‘Valet’ mode. ere’s also wireless charging and wireless integration via Apple CarPlay and Android Auto, with rst row USB Type A/C and second row USB Type A/C, 230V and 12V outlets. e optional Alpine system boasts a 12-channel, 506-watt ampli er, with nine strategically placed speakers including a dual voice coil and 20cm subwoofer.

ENGINES / TRANSMISSIONS

Trailhawk is powered by a 2.0-litre turbo-diesel that delivers 125kW of power and 350Nm of torque, the latter from 1750 revs. It is paired with a nine-speed sequential auto. You can change manually with the transmission shi .

SAFETY

Safety includes, front, side and curtain airbags, forward collision warning, electronic stability control with electronic roll mitigation, blind spot monitoring, rear cross path detection, lane departure warning plus and rear back-up camera.

Added to these are tra c sign recognition, intelligent speed assist, drowsy driver alert and automatic emergency braking with pedestrian and cyclist recognition.

A new 360-degree camera is standard in Jeep Trailhawk.

DRIVING

e 4x4 system is the same ‘Jeep Active Drive Low’ system that can be found in Limited and S-Limited models and is a part-time system that sends torque to the rear wheels as required.

What this means is that most of the time it operates in front-wheel drive. e dash from zero to 100km/h takes 9.7 seconds and fuel consumption is a claimed 6.9L/100km.

To put this in perspective, diesels are fast approaching their use by date, especially in the context of smaller SUVs, which makes this one a bit desirable.

Not only do diesels o er superior fuel economy, the lazy, low-revving engines are better suited to the demands of o -road driving. ey are not prone to water problems and are able to operate just above stall speed which allows drivers to pick their way through tricky terrain.

First up Trailhawk’s on-road performance where it will spend most of its time.

It’s generally slow to respond to the throttle, with two seconds of turbo lag and feels like you’re driving with the handbrake on most of the time. e steering is heavy at low speeds but becomes lighter the faster you go - ideally it should be the other way around.

Driving, it feels like you’re ghting against the lane keeping assistance the whole of the time. We deactivated this feature and it transformed the way the car drives. e steering immediately became lighter and more manageable around town, but the prospect of having to switch it o each time is unappealing.

Inside Trailhawk is well kitted out, a snug but comfy t, with limited rear legroom and a smallish boot. e driver faces a new, ultra-high de nition, 10.25-inch digital instrument cluster which can be con gured di erently with the push of a button.

Other minor annoyances include the handbrake which does not engage automatically when you put the transmission in park and the surround/rear view camera which just isn’t that good.

But the doozy is the cruise control button. e big cruise control button on the right of the steering wheel does not activate adaptive cruise, just the garden variety that doesn’t do the braking for you. We discovered this when we almost ran up the bum of a car in front.

To activate adaptive cruise, you need to use the button to the le of the big one.

It’s a trap waiting to catch the unwary and wonder how this one got through to the keeper.

A lot of reviewers of Trailhawk bang on about how this is the only compact SUV you can get with real o -road ability.

A er all, it’s got low-range, 225mm of ground clearance and wading depth of 480mm, with approach and departure angles of 30.3 and 33.6 degrees.

It also has a 180A alternator, 4.334 rear axle ratio, four underbody bash plates and two recovery hooks.

And, it rides on smaller, more practical 17inch alloys with chunkier 225/60 series Falken All-Season rubber plus a full-size steel spare. e big drawcard, however, is that Trailhawk is ‘Trail-Rated’ which once upon a time meant that it had been tested on the famed Rubicon Trail, west of Lake Tahoe in California.

But, digging a little deeper, it turns out that Trailhawk doesn’t in fact have low range.

Although it has a button called 4WD LOW, it does not have a two-speed transfer case and therefore couldn’t possibly have a low range gear set.

All this button does is keep the transmission in rst gear, which is possible with most automatics.

Another button promises 4WD LOCK. What this does is transmit torque equally to both the front and rear wheels.

In most SUVs, the front wheels do all the work and torque is only diverted to the rear if there is a loss of traction.

Most SUVs come with this feature too. ere are other buttons for Rock, Sand-Mud, Snow and Auto modes.

Preparing to do battle, we sat facing a boggy waterhole on our favourite section of re trail.

It was the wettest we’d ever seen it and we were not con dent of the Trailhawk’s ability to get through. at about sums up the situation and it begs the question: what does ‘Trail-Rated’ actually mean?

According to Jeep: “It’s earned. Every Trail Rated 4x4 Jeep Brand vehicle has succeeded against a series of gruelling tests in ve categories: Traction, Water Fording, Manoeuvrability, Articulation and Ground Clearance”

Short answer. A Jeep doesn’t have to go anywhere near the Rubicon to be certi ed Trail-Rated. e rating is actually part of an ‘independent’ certi cation process, conducted by the Nevada Automotive Test Centre (NATC), which does not reveal scores.

SUMMING UP

Trailhawk is expensive for a small SUV. Like most Jeeps, it looks pretty good, is well equipped and there’s that promise of adventure.

But if you’re looking for a serious o -roader, then we’d suggest taking a closer look at the ne print and reading all the footnotes -- basically it’s too much money for something that’s not going to do the job.

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