Look who it is, if it isn’t Mr. MG coming for another review of the newest addition to their lineup! This time, we have the all-new ZS, which brings another round of MG’s learnings to a small SUV that has experienced quite a bit of success on our roads, judging by how many of them I see around every day.
Introduced back in 2017 for its first generation, it has grown (substantially) in length and width, and it is easy to note. While the introduction of the new HS made the two cars very distinct from one another, this new ZS now bridges that gap by introducing many similar elements. The rear end of the two models is different, but the big catfish mouth is shared between them, creating a concise visual language with other models, including the new 3. The ZS now looks like a more substantial vehicle, with a design that while still generic and inoffensive, should now be more attractive and upmarket.
On the inside, it feels familiar but a lot has been modernized as well. The new dash layout is pleasing to the eyes, and the increased dimensions clearly translate to more space throughout both seating rows and the boot. Storage is average, as the door pockets, armrest and centre console cubbies are all on the smaller side and with little support. The door cards could use some love, as the dichotomy between the real stitching on its middle part versus the simulated stitches up the top are not a good look. For me, personally, the seats are one of the biggest improvements in the interior. If you’ve read my previous reviews, you possibly know I struggled with MG seats in other products, and after checking two of their most recent models, I can say this is now a thing of the past.
Tech has also moved forward, but the simplistic approach still stands. There is very little to explore, even less to customise, just stick to the home page and get your favorites set up. The new screen is wider, better integrated to the dashboard, and offers better responses. The old-school, USB-A wired CarPlay makes good use of the real estate and works better with the car-specific commands that require you to go back to the home page.
The two thumb joysticks, staples of MG cars, make a comeback to the three spoke steering wheel, and command what happens on the driver’s cluster. You can use them to control driver assistances, climate control and various other driving settings, but having to shift between changing menu screens and media options is less than ideal given there is very little visual feedback. It has a bit of a learning curve, but you should get it sorted quick if you own it. The whole experience is extremely familiar, yet improved. This might be one of their best implementations yet, and while not perfect, is a step on the right direction. It is clear they are taking the iterative approach here and evolving as they go, rather than trying to come up with something completely new.
You can have the ZS with any powertrain, as long as it is a 1.5 litre hybrid. So its full name not only has Hybrid, but also a “+”, a node to the battery size, (1.83kWh), a candidate for largest of the category, and the revised powertrain dynamics. In proper Hybrid fashion, starting the car is not accompanied by an engine note – unlike most Hybrids, however, I managed to cover my entire drive to both the gym and the grocery store in EV mode alone. There is no dedicated selector to “force” this mode, but it is a testament to the ZS’ ability to cover more than just starting and stopping under electric power. And the best part is that it doesn’t feel like you have to feather it to keep the ICE engine dormant: the 250Nm of torque from the electric motor are enough to propel the car most of the time, when there is enough juice left.
When more charge or more power is required, the aforementioned engine kicks in to provide either, or both. It isn’t the most inspired sound, and its rattly behaviour can sometimes break the otherwise quiet impression of the interior, especially when the revs have no relation to how much power you are requesting from the system as, of course, the engine is double shifting as a generator as well. The handoff between systems is extremely smooth and the experience is still a big net positive.
Driver assistances are good, to a certain extent: when I picked up this press car, the previous user set it up to only use adaptive cruise control, not the Intelligence Cruise Assistant, as MG calls it, and I quickly found out why. The hyperactive nature of the steering and the constant corrections were a bit much for my taste, and while the ACC also has its quirks, it understood the assignment better and would be my pick. The 360 cameras are helpful and well implemented, make great use of the screens and will help you place the car where you want. If you want to see me being nitpicky, I’d like to be able to turn off the volume going down when the cameras turn on. This is a helpful feature, when it is required. Having my vibe being killed just because I indicated at an intersection is not fun.
Being a compact hybrid SUV, I’m even unsure whether driving dynamics are a deciding factor, but the ZS raises no red flags here. The soft suspension trades off some responsiveness for compliance and comfort, while never failing to inspire confidence under the limit – admittedly, I drove this one in a way to make my grandma proud. It is no canyon carver, and it shouldn’t be: the ZS wants to be a comfy city driver and occasional road-tripper, and it gets it done, no issues. And it is very efficient at that – over my 500+km of driving, I clocked between 4.9-5.2L/100km, leading to a total range of over 800km from a full tank. Not bad at all!
The MG ZS Hybrid+ is a substantial step forward for a car that was already successful in New Zealand. A better realized design, more space inside, better tech, and an efficient driveway that is easy to live with. Get used to this new look, because I have a feeling we will see many of these around. Thanks, MG, for the opportunity to keep up to date on your lineup and thank you for reading!
2 Responses
I don’t like the idea of the sound going down when you indicate, that could be a show stopper for me, even if it is becoming more common. USB-A is also interesting, because it will be phased out over the next 5-10 years, and when I buy my next car, probably soon, I will be hoping it will last. It wouldn’t have cost much to add USB-C or go straight to the likely successor for future proofing. I had to laugh back in the day when Volkswagen put a cradle in the Golf for the original iPhone connector. That 30-pin connector was gone after 6 years. If you had bought the car 6 or more years after it was new, you would be disappointed.
This is a great point, Luigi, thanks for your comment. I bought cars that came with the 30 pin connector years after they became extinct in devices so I know what you mean – one of them being a MK6 Golf R such as your example. It’s always hard reconciling tech products that always aim to be on the bleeding edge of what’s available versus cars, that have a longer development cycle AND a longer staying power as well. The sound going down is such a small but frustrating thing. I see the benefit, but give me the choice to toggle the “feature” off!
Thanks for reading!