The new MG ZS Hybrid+ has hit the ground running since it was released in Australia late last year.
A total of 1167 ZS-badged cars (including the ZS EV and ZST) were sold in December, making up over 10 per cent of all small SUV sales, and the second-generation model appears likely to challenge the GWM Haval Jolion for the segment best-seller crown in coming months.
It’s an impressive feat when you consider that the MG ZS Hybrid+ is at least $10,000 more expensive than the outgoing ZS Excite and $7500 dearer than the ZST.
In addition to an electrified powertrain, the 2025 ZS gains styling cues shared across the rest of the MG lineup and a modernised interior space with twin 12.3-inch screens. On paper, there’s plenty to like.
However, cheaper petrol-powered ZS models are due to arrive imminently, and the all-new ES5 electric SUV will follow soon after.
That’s before you even consider alternatives from other manufacturers, of which there are many in this elevated price bracket.
So, is it worth taking the plunge on a top-spec ZS Hybrid+ Essence now, as many have already done? Or, is patience the virtue worth exercising?
How much does the MG ZS cost?
As previously mentioned, hybrid versions of the new ZS ask significantly more money than the previous-gen ZS and ZST.
The two-strong hybrid range was subject to limited-time promotional pricing starting from as little as $33,990 drive-away, announced in November, with a provisional end date of February 28. MG Motor Australia currently lists the ZS Hybrid+ Essence at $36,990 drive-away, but it’s not clear for how long.
However, you could expect the entry-level Excite to retail for about $37,000 drive-away once the offer period ends, and the Essence to sell for about $40,000 drive-away.
| Model | Drive-away pricing (until February 28) |
|---|---|
| 2025 MG ZS Hybrid+ Excite | $33,990 |
| 2025 MG ZS Hybrid+ Essence | $36,990 |
To see how the MG ZS lines up against the competition, check out our comparison tool
What is the MG ZS like on the inside?
The ZS Hybrid+ Essence adopts a new interior design language that MG is deploying across its range of next-generation models, bringing with it the same benefits and drawbacks.
On the plus side, everything looks that little bit more premium than before. Upon opening the drivers door you’re greeted by a sea of cream faux-leather upholstery, which looks particularly upmarket, while the perforated steering wheel and panoramic sunroof also convey a luxurious atmosphere that’s not usually associated with vehicles at this price point.
The dash and door cards are connected by smooth flowing curves, and all the interior elements integrate seamlessly together.
But, and it’s a big but, the cabin looks more premium than it is. Much of the appeal is skin deep, and ultimately you can feel the budget roots of the ZS once you poke around a bit. For instance, soft leather-lite coverings throughout the interior are glued straight onto a plastic panel, without any real padding in between.
Likewise, any plastics that aren’t covered are either shiny or scratchy. Take the glossy black section around the shifter, a likely magnet for fingerprints and nail marks.
Dig deeper and you’ll find that many buttons lack tactility, with a flimsiness that’s immediately off-putting. The worst offenders in this regard are rattly seat adjustment controls.
At least one of the major contact points is relatively well sorted – the squared off leatherette steering wheel sits nicely in the hands and is rewarding to turn.
However, an ergonomic steering wheel can’t make up for the seats in this flagship Essence, which are far from perfect.
Dressed in cream leatherette, the front chairs feature perforated centre panels, heating, and electric adjustment for the driver. So far, so good, right?
But on the other side of the coin, neither seat offers lumbar adjustment or any form of lower back support. Likewise, thigh support is lacking and there’s limited side bolstering to hold you in place. Finally, the head restraints tilt too far forward.
While the front seating arrangement is a little… awkward, the rest of the cabin is relatively user-friendly – all the important controls are within reach, and the centre infotainment screen is big, bright and easy to navigate.
Climate control functions are buried in the menus, but the system sports a familiar app grid with sidebar shortcuts for the home, climate, navigation, audio, settings, and phone menus.
A single row of physical buttons below the screen offers tactile controls for audio volume and the window demisters.
As well as being well laid out, the infotainment system is responsive to touch inputs, enhancing its usability. Satellite navigation is included as standard, although smartphone mirroring requires a wired connection.
USB-A, USB-C and 12V connection options are available, all housed at the base of the centre stack.
The audio system in the ZS can best be described as average, and its weaknesses were exaggerated by glitchy volume controls on steering wheel that would temporarily stopped working throughout our test.
Behind the steering wheel, the digital instrument cluster is similar crisp and well-lit, presenting in shades of black, white and orange. Configurability is limited, but the screen displays all the important information in a way that’s easy to digest.
Storage space up front is on par with other vehicles in this class. The door bins and centre console are both narrow and shallow, but the glovebox is quite roomy.
A small nook above the glovebox and rubber-lined phone trays are practical inclusions, as is a sunglasses holder.
The second row also scores well from a practicality standpoint, as it’ll swallow average-sized adults without issue.
There’s enough leg and head room for bigger folks to sit back there at a pinch, although anyone taller than 6’4″ will struggle to get comfortable. Soft front seat backs provide some relief for rear passengers who are forced to rest their knees up against them.
MG has made a good call by slightly reclining the second row, and the combination of a panoramic sunroof and big square windows makes the cabin feel light and welcoming.
Occupants are treated to a pair of air vents, but they’re forced to fight over a single USB-A outlet to charge phones and the like. Rear storage is adequate, courtesy of deep map pockets and shallow bins in both doors, although a centre armrest is absent.
That’s entirely forgivable, as the ZS is one of the class leaders from a boot capacity perspective. New-generation models offer 443L of cargo room – less than the Kia Seltos and Volkswagen T-Roc, but more than other key rivals including the GWM Haval Jolion, Hyundai Kona, and Toyota Corolla Cross.
Lift the manual tailgate and you find a well designed space, with small recessed side nets and room to store the cargo blind under the boot floor. That means there’s no spare wheel, a handy lifesaver that’s missing from an increasing number of new vehicles.
Boot space expands to 1457L with the second row folded down. The rear bench split folds in 60/40 fashion, unlocking an ultra usable storage surface.
| Dimensions | MG ZS Hybrid+ |
|---|---|
| Length | 4430mm |
| Width | 1818mm |
| Height | 1635mm |
| Wheelbase | 2610mm |
| Cargo volume | 443L (second row up) 1457L (second row folded) |
To see how the MG ZS lines up against the competition, check out our comparison tool
What’s under the bonnet?
Just one powertrain is currently offered – a petrol-electric hybrid shared with the MG 3 hatchback. That will change when petrol models are introduced imminently.
| Specifications | MG ZS Hybrid+ Essence |
|---|---|
| Powertrain | 1.5L 4cyl hybrid |
| Engine power | 75kW |
| Engine torque | 128Nm |
| Electric motor power | 100kW |
| Electric motor torque | 250Nm |
| Total system power | 158kW |
| Total system torque | 465Nm |
| Transmission | 3-speed hybrid transmission |
| Drive type | Front-wheel drive |
| Battery | 1.83kWh nickel cobalt manganese (NCM) |
| 0-100km/h time | 8.7 seconds |
| Fuel consumption (claimed) | 4.7L/100km |
| Fuel economy (observed) | 5.2L/100km |
| Fuel type | 95 RON |
| CO2 emissions | 110g/km |
To see how the MG ZS lines up against the competition, check out our comparison tool
How does the MG ZS drive?
I suppose you’ve been holding out for the ‘major flaw’ mentioned at the top of this review… well here it is. To put it simply, the three-speed hybrid transmission found in the MG ZS is not up to the task.
In a game of word association, I’d immediately link hybrid power with superior efficiency and refinement. However, the gearbox in the new ZS robs it of both those desirable traits.
The poorly-calibrated transmission holds high gears for too long, cancelling out the NVH (noise, vibration, and harshness) gains of electric assistance by sitting at high revs. That’s especially true on the highway.
You’d assume that the consistent speeds synonymous with highway driving would save the ZS from confusing itself, but that’s not the case. Even when cruising at 80km/h, we often caught the ZS rattling along at 3000rpm for extended periods without shifting cogs, resulting in undesirable levels of NVH.
MG claims that its ‘advanced’ three-speed hybrid transmission delivers a “smooth and dynamic driving experience”, and that’s true in urban environments, some of the time… but just not enough to justify its presence.
It’s a frustrating drawback because there’s obviously potential here. When the transmission functions effectively around town, the hybrid ZS is quiet and efficient, behaving more like a sophisticated electric car than a tinny budget SUV.
But for every 10 minutes of blissful driving, there’s a less relaxing instance of screeching along a suburban thoroughfare at 50km/h in first gear.
Putting the infuriating transmission aside for a moment, the rest of the mechanical package works together in relative harmony.
The electric motor in the ZS produces 250Nm of torque and you can feel like that in everyday driving – it takes off promptly from traffic lights and stop signs, with instantaneous throttle response and ample shove.
Steering and brake inputs are met with predictable, consistent responses too. The steering wheel is nice and light to turn, which makes the car feel manoeuvrable in tight spaces.
Visibility is excellent, both out the windscreen and sides of the car. You sit high enough to have a commanding view of the road, despite the relatively compact dimensions of the ZS.
Those dimensions are a blessing in multi-level carparks and the like, as the ZS will fit in any parking space.
A surround-view camera and parking sensors are standard across the range, the latter of which includes accurate distance readouts down to the centimetre. I found this handy when reversing out of my partner’s driveway into a narrow laneway, as it allowed me to get close to the wall without multiple adjustments.
Ride quality is another area where there’s room for improvement. The ZS is softly sprung from the factory, but it see-saws over tall Australian speed humps, and transmits vibrations into the cabin over particularly coarse surfaces.
Don’t expect sporty handling either, as the upright ZS exhibits plenty of body roll around high-speed corners. It doesn’t like to be pushed, neither via aggressive throttle nor steering demands.
Eco, normal and sport drive modes are available, although we’d stick with the former for daily duties. The sport setting just further unsettles the transmission, which already has enough going against it.
One feature that is worth switching on is auto-hold – a useful aid in peak-hour traffic.
Once you emerge from the congestion onto an open highway, the new ZS demonstrates its Jekyll and Hyde personality.
Operated via straightforward steering wheel controls, the MG Pilot semi-autonomous driving system is effective at smoothly modulating speed and direction, even when it’s forced to fight the tardy transmission.
As you’d expect with any modern vehicle, the ZS is equipped with a vast array of advanced driver assist systems (ADAS), most of which are fit for purpose. Having said that, the strictness of the overspeed warning feature can become tiresome. ADAS adjustments can be made in the settings section of the infotainment menus.
Wind noise is well suppressed at high speeds, although tyre roar is noticeable. Overall, the cabin is quiet enough to be comfortable over long journeys, and metal joins in the road are easily dispatched by cushy suspension.
Fuel-efficiency is a strong suit of the ZS Hybrid+ and we saw an average consumption of 5.9L/100km over three weeks of mixed driving.
So you can expect to get at least 700km out of a tank of fuel, pushing up past 800km if you’re spending lots of time on the highway.
That’s above par for the segment, and it facilitates the use of the new ZS as an SUV for cross-country travels, weekend adventures and generally low running costs for families on a budget and fleet buyers alike.
What do you get?
For now, the new-generation ZS range consists of just two variants, both with hybrid power.
Essence 
2025 MG ZS Hybrid+ Excite equipment highlights:
- 17-inch alloy wheels
- Tyre repair kit
- Automatic LED headlights
- Automatic high-beam
- Rain-sensing wipers
- Power-folding, heated exterior mirrors
- Proximity entry with push-button start
- Electric parking brake
- 12.3-inch instrument cluster with 7.0-inch digital screen
- 12.3-inch touchscreen infotainment system
- Wired Apple CarPlay and Android Auto
- Satellite navigation
- DAB digital radio
- Polyurethane steering wheel
- Tilt-adjustable steering wheel
- Fabric upholstery
- 6-way manually adjustable driver’s seat
- 4-way manually adjustable passenger seat
- Vanity mirrors
- Climate control with rear air vents
- 60:40 split/fold rear seats
- 4 x USB ports, including 1 x USB-C up front for charging
ZS Hybrid+ Essence adds:
- 18-inch alloy wheels
- Panoramic sunroof
- Leather-wrapped steering wheel
- Leatherette upholstery
- 6-way power driver’s seat
- Heated front seats
- Sunglasses holder
- LED front interior lights
- Illuminated vanity mirrors
Both ZS hybrid variants come with 12 months’ complimentary access to iSmart connectivity. This allows you to use a smartphone app to check the vehicle’s fuel level and location, and remotely control the locks and climate settings, among other connected services.
To see how the MG ZS lines up against the competition, check out our comparison tool
Is the MG ZS safe?
The MG ZS has a four-star ANCAP safety rating based on testing conducted in 2024.
| Category | MG ZS |
|---|---|
| Adult occupant protection | 75 per cent |
| Child occupant protection | 84 per cent |
| Vulnerable road user protection | 73 per cent |
| Safety assist | 79 per cent |
Standard safety equipment includes:
- 6 airbags
- Adaptive cruise control
- Autonomous emergency braking
- Blind-spot monitoring
- Intelligent Cruise Assist (adaptive cruise + lane centring)
- Emergency lane-keep assist
- Lane-keep assist
- Rear cross-traffic alert
- Rear parking sensors
- Safe exit warning
- Surround-view camera
- Tyre pressure monitoring
To see how the MG ZS lines up against the competition, check out our comparison tool
How much does the MG ZS cost to run?
MG covers its range with a lengthy 10-year, 250,000-kilometre warranty in Australia.
The ZS is one of the cheapest cars to service in its segment, coming in at under $250 per visit for the first five years. In comparison, the Volkswagen T-Roc and Mazda CX-30 both cost more than $2000 over the first half a decade, while the Chery Omoda 5 and GWM Haval Jolion are likewise dearer than the MG.
| Servicing and Warranty | MG ZS |
|---|---|
| Warranty | 10 years or 250,000km |
| Roadside assistance | 10 years – service activated |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 5 years of 75,000km |
| Total capped-price service cost | $1232 |
To see how the MG ZS lines up against the competition, check out our comparison tool
CarExpert’s Take on the MG ZS Hybrid+ Essence
The new and improved MG ZS is a worthy addition to the crowded small SUV segment, so crowded that it includes a vehicle to suit just about everyone.
As we’ve come to expect from MG models, the ZS Hybrid+ offers a long list of standard features, and the updated interior tech is refreshingly user-friendly. The space-per-dollar equation also works out in favour of the ZS.
That’s before you even consider the fresh hybrid powertrain which is… a mixed bag. The new ZS is undoubtedly more peppy and better on fuel, but the three-speed transmission is difficult to live with day-to-day.
It lags and stumbles through gears, transmitting far more noise and vibration through the cabin than it should. The poorly-calibrated gearbox also cancels out some of the efficiency gains made by MG, which defeats the purpose of electrification.
Hybrid technology may be relatively new to MG, but it’s an area that rivals already excel in. For instance, the Toyota Corolla Cross is a far nicer car to drive, with a cohesive mechanical package and dependable reliability record.
The ICE-only Skoda Kamiq is also more pleasant to pilot, and it’s just as practical as the ZS.
That’s not to say there’s no place for this new model. It still represents great value compared to the ageing Mazda CX-3 and similarly positioned Chery Omoda 5, while the ZS is also a better rounded package than GWM’s Haval Jolion.
At the end of the day, it comes down to what you value in a small SUV. For those after a practical workhorse with all the latest tech, cheap servicing and a long warranty, the ZS fits the bill. Just don’t go expecting the pinnacle of driving refinement.
Of the two variants, we’d be inclined to spend up for the Essence. Luxuries including a panoramic sunroof, heated leatherette-clad seats and flash 18-inch alloys are worth the $3000 spend, elevating the everyday driving experience.
It’s a lot more expensive than the top-selling model it replaces, and possible price hikes of about $3000 across the range from next month do reduce some of its appeal, but the MG ZS Hybrid+ is still good value for a small hybrid SUV.
Interested in buying an MG ZS? Get in touch with one of CarExpert’s trusted dealers here
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