Gac Aion V vs MG Hs Super Hybrid

What's the difference?

Candidly, I questioned the logic behind GAC entering the Australian market, especially now given the seemingly non-stop influx of other brands. How could it really hope to stand a chance against so many similarly priced and similarly equipped rivals?

Well, the answer is by providing a better product. The Aion V is simply a better package than many of its rivals, Chinese and otherwise, at least based on our initial impressions.

It combines value and practicality but also adds a level of driving comfort and manners its Chinese rivals can’t match.

Is that enough to guarantee success? Not at all, but it’s a strong foundation to start with and at least gives GAC a fighting chance to not get lost in the crowd.

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

The MG HS Super Hybrid Essence gets a lot right. It’s well sized for families, comfortable on the road and easy to live with day to day.

However, it misses a few features you might expect for a flagship grade. More notably, the calibration of some of its technology and safety systems could do with further refinement.

One of the most notable elements of the Aion V design is the absence of a ‘GAC’ badge on the front. That’s because, while all GAC models in Australia will be sold under the one name, in its native China there are several different sub-brands. GAC Aion is the ‘new energy vehicles’ brand, focused on electric vehicles (EVs), while the smaller Emzoom SUV is part of the more mainstream Trumpchi brand that offers internal combustion engine models.

It means the three cars sold initially, and even as the brand moves forward with its expansion plans, there will likely be stark visual differences between models because they are effectively different brands. In the same way Holden ended up with a mixture of Opel, Chevrolet and GMC products in its final years.

Having said all that, the Aion V itself is an inoffensive design. It’s not as generic as some of its rivals, with some design character around the headlights and silhouette, so overall it cuts a likeable figure without being particularly memorable.

Like so many modern cars, the Aion V has a very simplistic layout inside, with more screens and less physical buttons and switches to reduce cost and complexity. There’s an 8.8-inch digital instrument display and a 14.6-inch multimedia touchscreen in the centre on the dashboard.

On the outside, the HS leans confidently into an athletic look, with strong body lines, side steps and a swooping front end. The black accents add a nice edge, while the 19-inch alloy wheels and full suite of LED lighting give it a sportier presence. It looks particularly good in the Diamond Red Metallic paintwork of our test car.

Step inside and the cabin carries through that sharp design, with a mix of soft-touch and well-finished materials. The standout is the optional tan synthetic leather upholstery. At $700, it’s not essential, but it does a lot of the heavy lifting in giving the interior a more premium feel.

A panoramic sunroof and dual 12.3-inch displays help round things out, creating a space that feels well put together.

In terms of practicality there’s a handy space for a wireless smartphone charging pad, and that previously mentioned heated or cooled centre console box. Oddly, though, there is no traditional glove box. Instead there are just a pair of bag hooks ahead of the front seat passenger.

Space is good for a mid-size SUV, with a roomy front and respectable space in the second row. It would comfortably accommodate four adults, so would be a good option for families with older children.

As for the boot, it’s a generous 427 litres and has multiple adjustable floor heights available. Disappointingly, even though it has space for a spare, potentially even a full-size one, it only has a tyre repair kit. That might be fine in some markets around the world, but in the vastness of Australia, that is not the best option. Even a space-saver spare would be a better bet.

The HS covers the basics well when it comes to comfort and space, but its day-to-day usability is let down somewhat by its technology.

Up front, the cabin is a comfortable place to spend time. The seats are supportive with plenty of padding, making longer drives easy. The heated seat function is controlled through the multimedia screen, though, which means it’s easy to forget about and the heating cycle switches off fairly quickly.

Storage is decent for the segment. You get a pair of cupholders, sunglasses holder, large door bins and a phone tray, although the middle console is on the smaller side.

Where things fall down slightly is in the technology. Wireless Apple CarPlay and Android Auto are included, but CarPlay didn’t consistently reconnect on its own during our time with the car, requiring daily set-up. The Bluetooth connection was stable, although it didn’t pull through contacts or call history.

The 12.3-inch touchscreen multimedia display can be laggy and because most functions, including climate control and some seat settings, are buried within it, it can become frustrating to use day-to-day.

That said, there are some positives. The built-in satellite navigation works well and can be mirrored in the driver’s display, which is a nice touch. Charging options are also good, with two USB-C ports per row, a 12-volt socket and a wireless charging pad up front.

In the back, there’s plenty of space for legs and headroom and the seats are impressively plush. Access is generally easy, although the side steps feel a unnecessary. There’s a fold-down armrest with cupholders, but the window line is quite high, which may not suit younger passengers.

Rear amenities include map pockets and directional air vents. However, given the price jump over the petrol equivalent, it feels like a few extra premium touches could have been included. It’s comfortable, just not especially feature-rich.

Around the back, the boot offers a solid 507 litres of capacity. The flat loading floor makes it easy to slide items in and out, and there are handy netted side pockets for smaller bits. A powered tailgate adds convenience, though the absence of a spare wheel in favour of a tyre repair kit may be a drawback for some buyers.

There are seven variants in the MG HS line-up, spanning three powertrains: turbo-petrol, hybrid and plug-in hybrid. For this review, we’re in the flagship Essence plug-in hybrid, priced from $46,990, MSRP. That puts it around $6000 to $10,000 above its petrol and regular hybrid siblings.

At this end of the range, it starts to edge into the territory of key Chinese rivals like the Jaecoo J7 SHS Summit and BYD Sealion 6 Premium, which are priced from $47,990 drive-away and $52,990 MSRP, respectively. Against those, the HS doesn’t feel quite as generously equipped.

There’s still a solid list of premium features on offer. You get synthetic leather upholstery, a panoramic sunroof and heated, electrically adjustable front seats. However, it misses a few niceties that are becoming more common with its flagship rivals, like ventilated front seats and heated rear outboard seats.

On the tech front, it’s well covered with dual 12.3-inch displays, wireless Apple CarPlay and Android Auto, four USB-C ports, digital radio, Bluetooth, satellite navigation and a wireless charging pad.

Our test car is fitted with the optional tan interior, which adds $700. It’s a worthwhile upgrade, lifting the overall look and feel of the cabin and giving it a more premium edge.

If you want the HS in anything but white, premium paintwork will add a further $700.

Both the Aion V Premium and Luxury are powered by a 150kW/210Nm electric motor, which drives the front wheels. 

Aion doesn’t claim a 0-100km/h time, but it wouldn’t be quick, at least not in EV terms. If you’re looking for a ludicrously powerful electric car - this ain’t it. It’s a perfectly fine powertrain for the job at hand, but it won’t blow your socks off with its performance and will take more than eight seconds to run 0-100km/h.

The MG HS Super Hybrid is front-wheel drive and combines a 1.5-litre four-cylinder turbo-petrol engine with an electric motor, delivering combined outputs of 220kW and 350Nm.

The system integrates the electric motor smoothly, providing immediate response off the line. Even when the battery charge is low, performance remains largely consistent, with the hybrid system continuing to support the drivetrain rather than dropping off noticeably.

The battery is 75.2kWh lithium-phosphate type, which provides a claimed range of 510km. Importantly, that figure is on the WLTP cycle, not the more lenient Chinese (CLTC) test protocol, so you could reasonably expect close to that target in the real world.

GAC claims it can accept up to 180kW charging speeds, which will get the battery from 10-80 per cent in just 24 minutes. 

It also has vehicle-to-load functionality, so you can draw power from the battery for tools or appliances if you need it.

The HS Super Hybrid is equipped with a 24.7kWh lithium iron phosphate battery, with a claimed WLTP electric-only range of up to 120km.

The combined (urban/extra-urban) fuel cycle figure is 0.7L/100km. In the real world, under normal driving conditions, you won’t see that but you’ll be able to comfortably travel over 1000km before you have to fill up - which is impressive for a 55L fuel tank.

Over a week of driving close to 1800km, mostly on the highway with some urban use mixed in, I recorded an average of 4.6L/100km. Hybrids typically aren’t at their most efficient on longer highway runs, so this is a solid real-world result.

Charging is handled via a Type 2 port, supporting AC charging up to 6.0kW. On that set-up, a full charge takes around four hours, while a standard domestic socket will see it stretch out to an overnight job.

Unlike some rivals, there’s no DC fast charging capability here. That’s something you may notice on longer trips, where quicker top-ups would make a difference.

This is perhaps the area where the Aion V surprised the most. One of the most consistent qualities of these new Chinese-developed models is their incompatibility with Australia’s unique road conditions. They have a tendency to lack comfortable, controlled suspension and well-weighted and consistent steering.

That’s not the case with the Aion V, with GAC clearly taking the benefits from the partnerships it has with Toyota and Honda to learn what international markets prefer. Is this a clear standout, class-leading SUV dynamically? No. But it is above-average in the way it rides and handles.

The suspension is well resolved and feels comfortable to live with, while the steering is nice and direct, which will make navigating the cities, suburbs and open roads more easy and enjoyable. 

There is still some fine-tuning that could make it better, but overall the Aion V leaves a positive first impression. 

The HS Super Hybrid is an easy car to get along with on the road. Power delivery is smooth and immediate and the transition between the petrol engine and electric motor is largely seamless.

Through corners, it feels composed with minimal body roll, and there’s enough control to make a winding road enjoyable without pushing into anything overly sporty. The suspension strikes a nice balance, remaining forgiving over bumps without feeling floaty, while the steering is responsive enough for everyday driving.

The regenerative braking system offers two levels of adjustment, although it can feel a abrupt on steeper descents, occasionally resulting in a lurchy sensation.

The cabin stays impressively quiet, with minimal road and wind noise even at higher speeds, making it a comfortable companion for longer trips.

Visibility is generally good out the front, though the A- and B-pillars, along with the side mirrors, are on the thicker side, so you do need to be mindful when checking around them.

Around town, it’s an easy car to park. The 360-degree camera system is clear, and the overall size of the HS means it doesn’t feel intimidating in tighter car parks.

The MG HS holds a maximum five-star ANCAP safety rating based on 2024 testing and comes equipped with seven airbags.

The safety suite is comprehensive, including front and rear cross-traffic alert, blind-spot monitoring, lane keeping aid, emergency lane keeping aid, lane departure warning, front and rear collision warning, and tyre pressure monitoring. However, it does miss a couple of features seen elsewhere, such as emergency call capability and side exit assist.

In practice, some of these systems can feel overly intrusive. The driver monitoring system, traffic sign recognition and lane keeping alerts are particularly sensitive, with frequent audible warnings that can become tiresome over time.

For families, there are useful inclusions like two ISOFIX child seat mounts, three top-tether anchor points and seatbelt reminders across the cabin.

Autonomous emergency braking is included with car, pedestrian and cyclist detection, operating from 8.0km/h to 85km/h, or up to 150km/h for car detection. However, it is common to see this system operate from as low as 4.0km/h.

The Aion V is covered by an eight-year, unlimited kilometre warranty which is well ahead of the mainstream pack, typically sitting at five years, unlimited km. The drive battery is also covered for eight years, 200,000km and roadside assist is included for five years. Recommended service interval and costs are still to be confirmed.

But one of the biggest challenges for all these new car brands is finding space in the Australian market - literally. If you want to sell a lot of new cars you need a lot of new car showrooms and if you want to keep customers happy, you’ll need enough service centres to keep cars on the road as much as possible.

GAC has plans to have as many as 100 dealerships in the next five years, but right now it has reportedly less than a dozen. That will make servicing problematic if you do not live in close proximity to a service centre. This isn’t the work of a moment either, with so many new brands fighting for dealership real estate and staff there are only so many places GAC can set up shop.

The HS is backed by MG’s seven-year, unlimited-kilometre warranty, which is competitive for the class. There’s also the option to extend this to 10 years or 250,000km, provided servicing conditions are met.

Servicing is covered by either a three- or five-year capped price program, with the five-year plan costing $2166. That’s a reasonable figure for the segment, and service intervals are set at every 12 months or 15,000km.

The HS Super Hybrid requires 95 RON premium unleaded fuel or higher, so while it’s efficient, it doesn’t quite sip the cheapest fuel on offer.

There are 110 MG dealers across the country (plus three service-only sites) covering all states and territories as well as key rural and regional centres.