Ford Ranger vs MG HS

What's the difference?

Ford has hit a sweet-spot with the Ranger PHEV XLT, as it can tow up to 3.5 tonnes of braked trailer, carry almost one tonne of payload and serve as a powered site anywhere you need to work or explore. Overall, it’s a well-engineered, practical and versatile all-terrain workhorse that’s as well suited to the needs of tradies and farmers as it is to adventurers.

There are a few niggles with the latest MG HS, for example the annoying driver-attention monitoring and expensive maintenance costs. We’ve not had a full sample of its open-road performance yet either, which may prove more telling.

Yet the HS is shaping up to be one of the most successful product updates of recent years, second only to, I don’t know, the MG3? The family SUV is also backed by a 10-year warranty and, despite the drastic improvements, doesn’t cost a whole lot more than before.

The entry-level Vibe is our pick, there's no need to spend more. It features all manner of safety equipment and a quiet drive but with cloth upholstery that doesn't get all sticky and sweaty in the Australian climate.

The end of 2024 is the tipping point where MG goes from cheap and cheerful to a real headache for established players. Perhaps not for the strongest in the segment like the RAV4 and Nissan X-Trail, but the HS is now an easy car to recommend for a family looking for a spacious SUV that drives their dollar further. The hybrid will boost appeal further when it arrives next year.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

At first glance most would struggle to pick the subtle visual differences between a Ranger PHEV XLT and a turbo-diesel equivalent. These include discreet ‘PHEV’ chrome garnishes on the front fenders and an additional spring-loaded flap on the passenger side to access the traction battery's charging port.

It also has unique wheel designs which are wider than those fitted as standard to diesel variants, which along with new lip mouldings and bespoke tyres have been developed to carry the higher loads of the hybrid powertrain while maintaining payload, towing and handling ability.

The only potential negative for tradies is that the Ranger PHEV is not available in cab-chassis form and the standard load tub cannot be replaced by an aftermarket tray or service body, given the hybrid drivetrain’s traction battery and Pro Power Onboard systems are fully integrated in its design.

Though the previous HS had shapely bodywork, the wheels sat too far in-board and the rear end looked awkward. It’s not the same story with the new model which is designed as a family SUV first, rather than a converted hatchback platform.

Part of the improved looks are better proportions. The new HS is 81mm longer, 14mm wider and rides on a 45mm longer wheelbase yet sits 21mm lower for a sleeker appearance.

The front end takes cues from the new MG3 and ZS design language with a broad grille and thin LED headlights. At the back, MG’s design team references the UK’s capital with ‘Shard’ lighting signatures that also appear in the alloy wheels.

It is still fairly anonymous, though perhaps that comes from a lack of familiarity with the brand. The painted wheel arch cladding and metallic-only paint give it a premium boost.

The biggest improvement is inside, where the HS takes plenty of inspiration from the excellent MG4 electric car with the hexagonal steering wheel (though here with perforated leather finishing), high-set controls and confident lines. It’s a welcome, modern change after the old car’s bloated cabin design.

There are soft-touch rubbery materials in all sorts of prominent places, including on the dash top, front and rear door cards as well as where the driver’s knees rest on the doors and transmission tunnel.

Our XLT PHEV has a hefty 2527kg kerb weight which is 318kg more than its 2.0L Bi-Turbo diesel equivalent due largely to the extra weight of the hybrid drivetrain. However, by keeping the battery relatively small, Ford has prioritised workhorse capability over EV driving range based on customer feedback that influenced its design.

The XLT is the lightest of the four Ranger PHEV models which share the same 3500kg GVM, so it has the highest payload rating of 973kg. This is an excellent result, as it’s only 48kg less than the 2.0L Bi-Turbo diesel XLT and exceeds the payload ratings of its Chinese rivals.

The PHEV XLT also matches its diesel equivalent with a 3500kg braked tow rating and with its 6580kg GCM (or how much weight it can legally carry and tow at the same time) it can tow its maximum trailer weight with a drop in payload to 553kg, compared to 641kg for the diesel XLT.

The PHEV’s unique load tub has a floor that’s slightly higher to cater for the plug-in battery mounted in specially-designed chassis frame rails beneath it, which importantly allows the full-size spare wheel to be carried out of the way in its usual position under the tail.

The load floor is also 174mm longer at 1638mm, which combined with 1233mm between the rear wheel housings allows it to carry either a standard 1165mm-square Aussie pallet or two 800mm x 1200mm Euro pallets; the latter unmatched by the diesel XLT. The load tub also has a drop-in composite liner, lift-assisted tailgate, internal lighting and six sturdy load-anchorage points.

Like its Chinese rivals, the Ranger PHEV has V2L (Vehicle to Load) electrical capabilities. Ford’s 6.9kW system is called Pro Power Onboard comprising a single 10-amp 2.3kW three-pin electrical socket in the cabin and two 15-amp 3.45kW three-pin sockets housed in the left-side wall of the load-tub.

So, the Ranger PHEV is effectively a mobile generator, which eliminates the need to carry a portable one as it uses the vehicle’s traction battery (charged by the Ranger’s petrol engine as required) to provide potentially hours of energy for worksite equipment or campsites (see Engine).

Driver and front passenger storage includes a bottle-holder and bin in each front door plus an overhead glasses-holder and decent sized glove box with an open shelf above it. The centre console offers a phone pad and two USB ports up front, plus a handy slot for storing keys, two cupholders in the centre and a big lidded box at the back with a 12V socket inside.

The rear bench seating is spacious, given I’m 186cm and have about 60mm of headroom and 40mm of knee clearance when sitting behind the driver’s seat set in my position. Shoulder room can be squeezy for three large adults, though.

Rear passenger storage includes a bottle-holder and bin in each back door plus pockets on the rear of both front seat backrests. The rear of the centre console has adjustable air-vents plus one of the three 230V three-pin outlets for the Pro Power Onboard system.

The centre seat backrest also folds down to serve as an armrest complete with two cupholders. The bench seat’s base cushions can also swing up and be stored vertically if extra internal cargo space is required and to access two underfloor storage compartments.

There is nothing especially ground-breaking about the MG HS’s front cabin. The cupholders are medium-sized and the door bins have enough storage for a one-litre bottle, so this is no Skoda Karoq when it comes to clever cabin solutions.

Telling a tale of the HS’s Roewe RX5 base car’s earlier 2022 launch (and the staggering development speed of personal technology) the lack of USB-C charging ports is now frustrating with all USB ports regular old-school items. Apple CarPlay or Android Auto phone mirroring requires a cabled connection.

The centre multimedia screen is high resolution with day selectable light and dark modes. It was a little laggy to use MG’s software, however, especially when swiping across menu screens. 

There are four hard shortcut buttons beneath it that can jump to the home screen, activate the HS’s front and rear demister and turn the ventilation on and off.

To adjust the temperature you need to go into the touchscreen, though there is a persistent shortcut on the main menu.

A 12.3-inch digital cluster has several selectable info displays and can show navigation mapping and directions in Excite and Essence trims. 

The seats are comfortable and supportive and it's easy to find a good driving position thanks to power-adjust driver's seat and tilting/telescoping wheel adjustment. The front passenger does not get height adjust, though, and is set too high.

Where the extra size pays dividends is in the back seat which has ample room for passengers beyond 185cm, especially when it comes to leg space. The fold-out armrest is sturdy, too, with twin cupholders. Rear air vents are fitted to only the top-spec Essence.

For baby capsules or child seats the HS has ISOFIX anchors fitted to all three rear seats matched with a trio of top tether points.

The MG HS’s boot is about average for the class measuring 507 litres. It grows to 1484L with the 60:40 backrest folded. For reference, class leaders include the Toyota RAV4 (580L), Nissan X-Trail (585L) and Volkswagen Tiguan (up to 615L with rear seats slid forward). 

There are few amenities, with no 12-volt socket, only one (dim) boot light and no shopping bag hooks. The carpet isn’t bargain basement and the luggage cover is sturdy with additional separated storage compartments below the floor and netted cubbies off to the side. 

MG has also been smart in packaging a space saver spare tyre beneath the boot floor (and a cumbersome Styrofoam piece).

Shock horror, the new HS is 10 per cent more expensive than before… but that still makes it $33,990, drive-away, for the basic Vibe — easily undercutting established rivals from Honda, Mazda, Toyota and others. 

You get a lot for that extra $4000, too, right down to basic presentation. There’s no fridge-like solid white paint with all six hues either metallic or pearlescent for no extra cost. MG even offers the upper trims with the option of an eye-catching tan upholstery colour. 

The three-strong trim line-up starts with the Vibe: dusk-sensing LED headlights, 18-inch alloy wheels, adaptive cruise control, auto wipers, tyre pressure monitoring, a six-speaker sound system, nice cloth upholstery and six-way power adjust driver’s seat are standard.

The Excite sprinkles in 19-inch alloy wheels, perforated synthetic leather upholstery, navigation, fog lights and MG’s 'iSmart' connectivity system for a smart $36,990, drive-away.

The range-topping Essence gains a panoramic sunroof, rear privacy class, a power tailgate, front parking sensors, wireless phone charging, eight-speaker audio, 10-way power adjustable driver’s seat with memory, seat heating, dual-zone climate control, rear air vents and wireless phone charging for $40,990, on-the road. 

The short of it is that, although MG’s prices are up, even the basic Vibe is a more enticing proposition on price than the new Chery Tiggo 7 Pro Urban ($39,990, drive-away) and established Mazda CX-5 Maxx (currently on offer for $37,990, drive-away).

It also is much closer to the popular GWM Haval H6 ($31,990-$37,990, drive-away) — if only MG had brought ventilated seats to the flagship Essence then this mid-sizer would be (almost) sold on paper alone.

The Ranger’s PHEV powertrain consists of a 2.3-litre turbocharged four-cylinder 'EcoBoost' petrol engine that produces 138kW of power at 4600rpm and 411Nm of torque at 2700rpm.

This is paired with a 75kW electric motor which draws its energy from the 11.8kWh lithium-ion traction battery. Combined they produce total outputs of 207kW at 4600rpm and a towering 697Nm at 2500rpm. This is the second-highest power output and highest torque output of any Ranger to date, making it ideal for heavy load hauling and towing.

A 10-speed torque converter automatic integrates the motor between the engine and transmission and offers the choice of sequential manual-shifting.

This drivetrain also offers four selectable drive modes. These comprise ‘Auto EV’ which automatically switches between the petrol engine and battery to prioritise power or fuel efficiency depending on driver demands, ‘EV Now’ which only uses battery power for maximum fuel saving, ‘EV Later’ which prioritises the petrol engine to maintain the current state of battery charge (ideal if planning to use it at your destination or for EV-only driving later) and ‘EV Charge’ for charging the battery between destinations. And if it should become depleted, the Ranger’s petrol engine switches on and starts charging to ensure continued supply.

Traction battery charging is generated by the petrol engine when idling/accelerating/cruising and the motor when decelerating/applying the brakes thanks to regenerative braking. This function can be monitored by the driver using the ‘EV Coach’ display on the instrument cluster.

The PHEV drivetrain offers 2H (2WD High Range) and a full-time 4WD setting (4A) for optimum traction in all on-road conditions. For off-road use there's 4H (4WD High Range) and 4L (4WD Low Range) which both lock the front/rear axle torque split at 50:50, plus a rear diff-lock. The driver can choose from an additional seven drive modes to tailor performance to suit specific off-road terrain and other requirements.

The new HS petrol has a 1.5-litre, turbo-petrol, four-cylinder engine that develops 125kW at 5000rpm and 275Nm from 3000-4000rpm, with those outputs up 6.0kW and 25Nm on the old car.

MG claims new engine features, including the variable geometry turbocharger, centre-mount variable valve timing and a lighter dual-mass flywheel, add up to a 30 per cent improvement in engine response.

More importantly, the insulation is excellent. You barely hear any unpleasant engine noises out on the road and although the four cylinder’s tone isn’t sexy at full-throttle, it is warm and pleasant enough.

The HS petrol is front-wheel drive only which may rule it out for some buyers, but there is a saving grace. The new seven-speed type dual-clutch transmission behaved itself impeccably on a brief first encounter taking in awkward hill starts and reverse manoeuvres. It’s a huge improvement over prior efforts and more refined than even a Hyundai or Kia dual-clutch.

MG claims a 0-100km/h acceleration time of 9.6 seconds, which is about right for entry-level versions of the HS’s typical rivals.

MG no longer offers a more powerful 2.0-litre turbo but a plug-in hybrid with a punchy 223kW and an all-new full-hybrid option will join the line-up in the first quarter of 2025, details of which are yet to be confirmed.

Ford claims an official combined average petrol consumption of only 2.9L/100km in ideal laboratory conditions, which is largely irrelevant in real-world use.

Our week of testing is a good example given a mix of suburban, city, highway and backroad driving that totalled 409km, during which we often switched between drive modes and hauled a heavy payload for about a quarter of that distance (see Driving).

The dash display was claiming a more realistic 9.3L/100km when we stopped to refuel and our own figure calculated from fuel bowser and tripmeter readings was identical, which highlights the accuracy of Ford’s onboard diagnostics. That’s also thrifty sub-10L/100km economy for a vehicle weighing more than 2.5 tonnes.

So, based on our real-world consumption figure, you could expect an ‘Auto EV’ hybrid driving range of around 750km from its 70-litre tank.

Ford also claims an electric-only driving range of up to 49km, again in ideal lab conditions, but the most we were able to achieve in the real world was 29km. However, we discovered that even that relatively short driving range was more than adequate for many urban requirements (see Driving).

The battery can only be plug-in charged using AC supply (no DC fast-charging) with a maximum charge rate of 3.5kW. However, another benefit of its relatively small battery is that it can be charged from zero to 100 per cent in less than seven hours using a standard 2.3kW domestic three-pin wall socket, as we did each night. And that charge time shortens to around four hours with a 3.5kW charger.

Using the ‘EV Charge’ mode is also efficient at charging the battery with the petrol engine when driving, as it took less than 200km to go from zero to 100 per cent.

In the ADR combined (urban-extra urban) fuel efficiency cycle, the MG HS petrol is rated at 6.9L/100km, emitting 156 grams of CO2 per kilometre in the process. A 55-litre fuel tank gives the HS a theoretical driving range of around 800km.

We weren’t able to get a true read on the fuel consumption but the trip computer showed 8.1L/100km after an hour-long run. It lacks an idle start-stop system and requires 95 RON premium unleaded petrol.

Handling and braking are beyond criticism as is the ride quality, which is no doubt enhanced by the extra sprung weight of the PHEV hardware that helps iron out the bumps when being driven without a load.

We soon discovered that around 30km of electric-only driving range is more than adequate for the daily chores of suburban ownership within a typical 5.0-10km radius from home, where the modest performance of its 75kW motor (and we assume around 300Nm of torque) did the job with silent efficiency.

We were also impressed by the PHEV's spirited performance in petrol-electric hybrid mode, with almost 700Nm of torque ensuring a strong surge of acceleration from standing starts and outstanding load-hauling ability that belies its higher kerb weight.

The battery reserves enough charge in hybrid mode (even when it’s displaying zero) to ensure the motor is always assisting the petrol engine to deliver the PHEV’s huge combined torque output.

It’s also a quiet and effortless highway cruiser, with the petrol engine requiring only 1800rpm to maintain 110km/h.

To test its load-hauling ability we forklifted 650kg into the load tub, which with our two-man crew equalled a total payload of 830kg that was about 140kg under its legal limit.

The rear leaf-springs only compressed 45mm, with ride, handling and braking unfazed by this weight. And it easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h without requiring the dedicated 'Tow/Haul' mode.

Regenerative braking on the way down was also robust but Ford recommends using the Tow/Haul mode on steep descents, as it prioritises engine-braking to ensure that the petrol engine and electric motor are harmonised to provide the strongest retardation.

MG’s launch drive program was too brief to really get under the skin of the HS, which is a shame because the initial signs are extremely positive.

Compared to the old ZS, in which a gumnut hitting the roof was loud enough to distract you from your thoughts, the new car is packed with sound deadening for a vastly more premium experience.

The electronic power steering system has a natural ratio (2.6 turns lock-to-lock) and weighting in 'Comfort' and 'Sport' modes, which cannot be said for rivals such as the Chery Tiggo 7 and Haval H6.

This new HS rides nicely, too, with enough compliance from the suspension without sacrificing body control — at least around town. It has struts up from with a multi-link rear end which is not a given, even in this segment.

There were a few sharp-edged bumps that sent a shock through the body but that is to be expected on Sydney's awful roads. The new HS rides about as well as a Mazda CX-5 and believe us, that is a dramatic improvement.

Visibility out the front and sides are good as is the comfortable driving position, however I wasn’t able to move the driver’s side mirror far enough out for my liking. That’s a small blip in an otherwise strong first showing.

The MG HS has not yet been evaluated by an independent safety testing body such as ANCAP or Euro NCAP.

MG has fitted the new HS with seven airbags, including driver and passenger, front side, side curtain and a centre airbag.

The HS has a long list of active safety and driver assistance features, such as front and rear auto emergency braking with junction detection, lane-keep assist, blind-spot monitoring, adaptive cruise control with stop and go and driver-attention monitoring.

I can’t say all the aids are perfect but the adaptive cruise control and lane-keep assist systems were less intrusive than those in Chery and Haval products.

The regularly-beeping driver-attention monitoring remains a constant frustration as it does across almost every brand at the moment.

The Ranger PHEV comes standard with a five-year/unlimited km warranty and specific eight years/160,000km warranty for the electric drivetrain and battery. Scheduled servicing is every 12 months/15,000km with capped pricing of $399 applying for each scheduled service up to five years/75,000km, whichever occurs first.

Ford also offers pre-paid service packages with substantial savings compared to pay-as-you-go servicing. The Australian Ford dealer network has almost 200 dealerships located throughout city and regional areas, which also provide vehicle servicing.

MG has recently moved to a 10-year/250,000km new car warranty in Australia which covers the HS and is the longest non-conditional offer in the market.

GWM/Haval, Kia and SsangYong remain at seven years while Mitsubishi requires you to service the car at a main dealer for its 10-year guarantee.

This long warranty period should help allay concerns for new MG buyers that the brand stands behind its products.

Less impressive is the cost of maintenance, which adds up to $2354 over five years/75,000km with a particularly steep $936 service at the four-year mark. There’s a big $1647 service at 120,000km, too.