New 2024 MG HS (2023 - 2024)

Some of MG's recent exploits have hit the right spot, bringing the Chinese-owned British brand back into the mainstream.

It has been some turnaround for the manufacturer, which nearly ceased to exist after the 2005 collapse of the ill-fated MG Rover group.

In the nearly two decades since, MG has really made a U-turn in its fortunes, culminating in the outstanding MG4 EV - an all-electric car that was not only cheap (by electric car standards) but also great to drive and big on technology.

MG has set the bar high – and the HS is the latest car to get the same treatment, following its launch at July’s Goodwood Festival Of Speed - despite a facelifted version of the outgoing model only hitting the market in Spring last year.

Unlike the MG4 EV, the new HS isn't all-electric (although a plug-in hybrid (PHEV) model is offered), but the two cars have something in common: a generous equipment list.

Of the two trims offered, the base SE model gets 19-inch alloys, a 12.3-inch infotainment screen with Apple CarPlay/Android Auto, a DAB radio, and SatNav, a 12.3-inch digital instrument cluster, a rear-view camera, and black upholstery.

Air conditioning, keyless entry, an engine start button, power-folding door mirrors, rain-sensing wipers and a helpful smartphone app called iSMART are also offered.

The top-end Trophy model upgrades to a surround-view camera, adding a wireless phone charger, live traffic updates and connected services, black leather-style upholstery, electrically adjustable heated front seats and a powered tailgate.

For good measure, two extra speakers (eight instead of six), dual-zone climate control and memory function are also thrown in.

Regarding poke, the petrol-only version features a 1.5-litre turbocharged four-cylinder mill, producing 169PS.

The same engine is also available with an electric motor bolted on, taking the combined output up to 371PS in the PHEV.

Choosing the petrol version gives you the choice of a six-speed manual 'box or a seven-speed dual-clutch auto.

We would be hard-pushed to call the new HS pretty, but it's sleek and modern, with a large grille that spans ear-to-ear like a big smile.

Thinned-out headlights transform the look compared with the old model, while shapely cheekbone-style air intakes at each side give off sporty impressions.

The sides feature prominent creases on the wheel arches, and the rump has clearly been inspired by the MG4 EV. Its shapely backside features a sharp angle between the rear windscreen and the rest of the tailgate, while wide rectangular tailpipes sit at the bottom.

Inside, it’s even more striking, with soft-to-the-touch surfaces and the two 12.3-inch screens housed together in a single unit behind the steering wheel.

Immediately in front of the driver and passenger, the double-tiered dashboard is set further back, creating more space, while silver and piano black decor smarten things up.

The centre console rises upwards towards the front of the MG, creating a cockpit-like feel, while the steering wheel looks slightly hexagonal because it is both flat-bottomed and flat-topped.

It is impressive - and if you pick the Trophy version, you can make it even more special by spending a few hundred pounds extra on a tan upholstery colour scheme.

The good news is that the infotainment system, which was fiddly to use in the outgoing model, has been replaced by a new system.

The bad news is that it’s still fiddly – and even more of the air conditioning controls have been buried into the touchscreen, where they’re not as easy to get to as you’d hope. This means that adjusting the temperature on the move is frustrating and distracting, a feature poorly thought through.

It is a shame, too, as it spoils what is undoubtedly an otherwise improved system. It offers a crisper image, more modern graphics, and increased responsiveness, although the system is still prone to lagging here and there.

It nicely complements the digital instrument cluster, which has light and dark themes and three modes, including displaying the SatNav map on the entire screen to make it easier to follow directions.

The air conditioning annoyances are made more frustrating because everything else looks to have been sensibly considered, with excellent attention to detail and a decent build quality.

If you can overlook the one splodge on its copybook, this is, without doubt, an interior that has no right to be attached to a car this cheap.

We have taken two Trophy models for a spin, with a petrol manual and the PHEV (which only comes with an automatic).

The manual is marginally quicker to complete the 0-62mph sprint than the automatic: 9.4 seconds versus 9.6 seconds - and that's not bad at all.

However, the automatic feels slightly sluggish and, especially at lower speeds, quite jerky sometimes. It is fine once you get up to motorway speeds, but we much prefer the manual's comparative refinement.

The PHEV, on the other hand, launches instantly into a burst of torque, which helps complete the run to 62mph in just 6.8 seconds.

Given we'd never driven it before, we were wide-eyed at its ferociousness, having just driven the petrol version. But, if anything, we were left concluding that a lot of the extra power was unnecessary and added needlessly to the price tag.

It wafts along in all-electric mode, but when the engine is in use, it can shriek a bit, as can the petrol-only version when worked hard.

While the HS isn't bad to drive, it could be more entertaining and isn't built to perform miracles around corners. Although body lean is relatively well controlled, the HS doesn't like being chucked into bends. The lack of feel, weight and feedback through the steering wheel suggests MG had no intention of enhancing its appeal to keener drivers.

Both the petrol and PHEV models are comfortable enough, although the latter is noticeably firmer. Its stiffer suspension helps it carry the extra mass of the electric motor and battery pack. Still, both do a reasonable job of absorbing the effects of potholes, but there are even comfier competitors out there.

The outgoing HS is slightly taller than the new one, but the incomer is both wider and longer, maximising space inside the cabin. As a result, there’s a generous amount of legroom and shoulder room, while the lower roofline still provides sufficient headroom for even taller occupants.

Forward visibility is fine, but looking over your shoulder isn't, thanks to tapering windows and thick rear pillars, which hamper your view. Thankfully, including rear parking sensors on all models, a rear-view camera on the SE, and a surround-view camera on the Trophy that we're testing means the obstructed view isn't so much of an issue. Front parking sensors are also included on the HS for the first time.

Our Trophy cars get a six-way electrically adjustable driver's seat (the front-seat passenger gets four-way electric adjustment), making finding a suitable driving position less cumbersome. However, you'll have to move about manually in the SE. Adjustable lumbar support is offered on all models.

Boot space has been increased by over 40 litres compared with the outgoing model - it's now 507 litres, increasing to 1,484 litres if you fold the rear seats down, albeit in a 60/40 split rather than the more convenient 40/20/40 configuration of some rivals. Nevertheless, unlike some challengers, you won’t lose any boot space by opting for the PHEV over the petrol model.

There are plenty of places to keep your belongings in the cabin, too, with decent-sized door bins, a small tray by the gear lever, and a cubby beneath the central armrest.

The PHEV claims a staggering 672.6mpg, emitting just 12g/km of CO2. Crucially, it can officially travel 75 miles on electric power alone, meaning it qualifies for the lower 5% Benefit In Kind tax band instead of 8%.

Its 24.7kWh battery charges at a maximum 7kW rate, meaning a full top-up takes around four and a half hours if you use a 7kW home wall box. However, using a much faster charger will not be any quicker.

The petrol returns 38.2mpg, emitting 168g/km of CO2 in the manual, and 37.2mpg and 173g/km of CO2 in the automatic.

MG could have a better reputation reliability-wise, but peace of mind is aplenty thanks to a generous seven-year, 80,000-mile warranty.

The MG HS has proven popularity in the UK, and there's every indication that the newcomer will only increase public approval, especially with the long warranty allaying reliability concerns.

Yes, the infotainment system still has its annoyances, the automatic gearbox isn't much to write home about, and the car is not that involving to drive.

But it’s superbly equipped, has modern exterior looks, an attractive and contemporary interior, high levels of practicality and – if you choose the PHEV – potency that will outrun far pricier foes.

The PHEV also has excellent fuel economy, and it's a no-brainer if you're after a company car, especially given that it's in the lower 5% Benefit In Kind tax band.

However, if buying outright, the petrol in SE trim arguably offers the best value. It retains a cheap price tag yet has excellent equipment levels that include all the necessities, even if it lacks the added luxuries offered in the Trophy.