Jeep Compass VS MG HS
- Good looking
- Limited and Trailhawk are off-road capable
- Spacious cabin
- No AEB as standard
- Reversing camera picture isn't great
- Hard seats
- Good looks
- Impressive value
- Full safety
- Drive experience still needs work
- Some ergonomic issues
- Sub-par software
SUVs are so ridiculously popular right now that nearly all carmakers have one, and if they don't they're scrambling to work out how to build one.
The new Jeep Compass is a small SUV along the same price and size lines as the Mitsubishi Eclipse Cross or Nissan Qashqai. What Jeep was keen to impress on us at its launch was that the top two specs – the Limited and the Trailhawk – were quite capable off-roaders. That is an ambitious statement, and for something to have any off-road ability in this small SUV class is rarer then teeth on a hen.
We went to the wilds of Tasmania to drive these two. The mission: Are they really any good – off and on the road?
|Fuel Type||Regular Unleaded Petrol|
Here in Australia we really are spoiled for choice when it comes to the sheer number of manufacturers on offer.
While prices for the big players like Toyota, Mazda and even Hyundai seem to be ever-increasing, there's apparently no shortage of upcoming challengers like MG, LDV, and Haval to take advantage of the vacuum created at the lower end of the price scale.
Indeed, the results speak for themselves, with Chinese giant SAIC's two brands in our market, LDV and MG, continually putting stellar sales performances on the board. The question many curious consumers will be asking though, is a simple one. Are they better off paying less and driving away in a car like the MG HS today, or should they put their name down on an exceedingly long waiting list for the segment's most popular hero: the Toyota RAV4?
To find out, I've sampled the whole MG HS range for 2021. Read on to see what's what.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
The mission was to find out if the Compass – specifically the Limited and Trailhawk – was any good on or off the road. The answer is these two are excellent. Excellent for light-duty off-road terrain, but also good performers on the tarmac. It is disappointing that AEB is not standard even on these top-spec grades and if it was my money the optional safety gear would be the first thing I'd add before anything else.
Practical, spacious, and easy to drive it's great to see an SUV where the U for utility really means something.
The sweet spot in this range would be the Longitude for value, but if you're choosing a Compass give good consideration to the Limited - it has four-wheel drive, plus the bigger screen.
Check out Peter Anderson's video from the Compass's international launch early last year:
Is the Jeep the small SUV you've been waiting for that will finally take you further that the cafe on the corner? Tell us what you think in the comments below.
The HS is a curious mid-size SUV competitor, entering the Australian market not just as a proposition for budget-conscious buyers who can no longer afford or want to wait for a Toyota RAV4, but also as an unlikely tech leader with the plug-in hybrid.
The range offers big-ticket safety and spec items with attractive looks at an enormously appealing price. It's easy to see why the HS is proving a hit with customers. Just be aware that it's not without its compromises when it comes to handling, ergonomics, and lots of less obvious areas where it's easy to take the polish of its rivals for granted.
Our pick of the range, oddly enough, is the top-spec PHEV, as it is the most competitive with rivals and the highest scoring against our metrics, but there's also no denying the entry-level Core and Vibe are excellent value in a tough marketplace.
There are too many cute SUVs on this planet, which is why Jeep's unapologetically tough exterior styling is always welcome in my books. The Compass is more a mini Grand Cherokee than the Cherokee, with a high, broad and flat bonnet, squared-off headlights, signature seven-slot grille, bulky, strong wheel arches and the rear spoiler. This is a darned good looking SUV. The Trailhawk with its tough body kit gives the Compass an even more hardcore presence.
American cars tend to have less refined cabins than European and Japanese cars, but the Compass's interior has a premium feel. That said, we were only given the top-spec Limited and Trailhawk to drive, with their leather seats, large screens and all the fancy trimmings.
The Compass's dimensions are interesting because at 4394mm end-to-end and 1819mm wide, it's a big-small SUV like the Mitsubishi Eclipse Cross and Nissan Qashqai.
The height varies from the Sport and Longitude, which are 1629mm tall, to the 1644mm Limited and the Trailhawk at 1657mm.
The Compass also has small design elements you'll adore or abhor. They the 'Easter egg' surprises Jeep loves so much – tiny design features hiding around the car. I'm a fairly cynical bloke but even I liked discovering the lizard, the Loch Ness Monster, the Morse Code and the Willy's Jeep grille hidden around the car.
If the price wasn't enough to get people into dealerships, the design certainly will be. It's tough to call the HS original, with some clear influence from popular rivals like Mazda in its flashy chrome-embossed grille and bright colour options.
If nothing else , the HS provides a swoopy and curvy solution where many of its Japanese and Korean rivals have turned to sharp angles and squared-off shapes in recent years. Most importantly for MG, as a fledging volume manufacturer, is that its designs are bright and youthful. It's a powerful cocktail made for sales when trendy looks are combined with accessible finance and appealing price-tags.
Inside the HS initially looks great. Things like its sporty three-spoke steering wheel have a European flair and the HS is certainly set to wow people with its array of big and bright LED screens and soft-touch surfaces, which extend from the dash into the doors. It looks and feels nice, refreshing even, compared to some of its tired rivals.
Look too closely, however, and the façade starts to fade. The seating position is the biggest give-away for me. It feels unnaturally high, and has you not only peering down on the steering wheel and instruments, it also alerts you to how narrow the windscreen actually is. Even the A-Pillar and rear-vision mirror eat into my line of sight with the driver's seat set in the lowest possible position.
The seat material itself also looks plush and chunky, and while it is soft it lacks the support you need when driving for long periods of time.
The screens, too, look nice from a distance, but when you start to interact with them, you'll hit some issues. The stock software is downright ordinary in both its layout and look, and the lacklustre processing power behind it makes it a bit of a laggy mess to use. It can take almost 30 seconds for the digital dash cluster in the PHEV to start up once you press the ignition switch, by which point you could be well out of your driveway and down the road.
So, is it all a bit too good to be true at the price? The look, materials and software all leave a lot to be desired, but if you're coming out of a car which is more than a few years old, there's nothing really sale-breaking here, and it ticks a lot of key boxes, just know the HS is not at the top of the game when it comes to design or ergonomics.
It's been a long time since I've squealed with delight (in a car), but until I pulled the little tab on the Trailhawk's front passenger seat, I had no idea its base folded forward to reveal a huge storage compartment underneath.
Under-seat storage space is rare, and while the entry-level Sport doesn't have the secret stowaway compartment every Compass has a decent sized centre console bin, two cupholders up front and another two in the back, plus bottle holders in all the doors.
A boot with a cargo capacity of 438 litres makes it one of the biggest in the class, although it can't quite beat the Mitsubishi Eclipse Cross's which can go from a luggage capacity of 341 to 448 litres thanks to a sliding rear row – no such thing with the Compass. Still you won't find many small SUVs with boot space dimensions this generous. The Compass's cargo cover (liner) is the no-retractable type.
How many seats in a Jeep Compass? There's seaitng for five and the room is excellent with a spacious cockpit for the pilot and whoever called shotgun, while rear legroom for me was great with about 40mm of space between my knees and the seat back which was in my driving position (no easy feat with me being 191cm tall).
Headroom is good, too – even with the optional sunroof fitted to the Limited and Trailhawk I tested.
I also liked the chunky, tough-looking, all-weather (standard) floor mats in the Trailhawk.
The HS has a large cabin, but again, it's not without its issues, which reveal an automaker new to a mainstream-market position.
As already mentioned, that front seat is spacious enough for me at 182cm tall, although it was tough to find a driving position with the absurdly high seat base and surprisingly narrow windscreen. The seat material and position leave me with the impression of sitting on the car rather than in it, and this remained true from the base Core to the faux-leather-clad Essence PHEV.
Storage in the cabin is good, though, with large bottle holders and bins in the doors, which easily held our largest CarsGuide 500ml demo bottle, similarly sized dual-cupholders in the centre console with a removable divider, a slot that should suit all but the largest smartphones running parallel, and a decently sized centre-console armrest box. On higher grades, this is air conditioned, good for keeping foodstuffs or drinks cooler for longer.
There is also an odd flip-open tray under the function-shortcut buttons. There's no storage space in here, but it houses the 12V and USB ports.
There are no tactile controls for the climate functions, only a button, which takes you to the relevant screen in the multimedia suite. Controlling such functions through a touchscreen is never easy, especially when you're driving, and it's made worse through the slow and laggy software interface.
I consider the rear seat to be a major selling point for the HS. The amount of room on offer is excellent. I have leagues of space for my feet and knees behind my own seating position, and I'm 182cm tall. There is also ample headroom regardless of variant, even when the panoramic sunroof is in place.
Storage options for rear passengers include a large bottle holder in the door, and a drop-down armrest with two large but shallow bottle holders. Higher grades also score a flip-open tray here where objects can be stowed.
The more entry-level cars don't get power outlets or adjustable rear air vents on the back of the centre console, but by the time you get to the top-spec Essence there are two USB outlets and dual adjustable air vents.
Even the plush door trims continue, and the seat backs are able to recline slightly, making the rear outboards the best seats in the house.
Luggage capacity comes in at 451-litres (VDA) regardless of variant, even the top-spec plug-in hybrid. This lands around the middle of the segment. For reference it was able to consume our whole CarsGuide luggage set, but only without the retractable cover and it left no extra room to spare.
Under the floor in petrol variants there is a space-saver spare, but due to the presence of its large lithium battery pack, the PHEV makes do with a repair kit. It's also one of the few cars to feature an underfloor cutaway specifically for the included wall-socket charging cable, a clever inclusion.
Price and features
Want to get into a Jeep Compass model for as little money as possible? Go the Sport grade, which lists for $28,850 and you'll also instantly become more attractive because it has a manual gearbox. Can't shift on your own? Don't stress there's an automatic, but you'll pay another $1900 for the privilege. Just to be clear the Sport is not a Sport edition - there really is no sportier slant here compared to the rest of the range.
Standard features at the Sport level are fairly ordinary but, no, Jeep hasn't been stingy. There's a 5.0-inch touchscreen, reversing camera, six-speaker stereo with digital radio and Bluetooth connectivity, leather wrapped steering wheel, keyless entry, air conditioning, cruise control (not the adaptive type), daytime running lights, and 17-inch alloy wheels.
Want more? There's the Longitude, which would come close to being the best value in the range but further up the price list at $33,750, and comes with all the standard features of the Sport grade but adds auto headlights and wipers, roof rails, tinted rear glass and passenger seat storage.
Yup, a 5.0-inch screen is small, so if size matters to you, you'll be impressed by the 8.4-inch display in the $41,250 petrol version of the Limited.
This grade also comes with a massive haul of standard feature such as sat nav (GPS navigation system), Apple Carplay and Android Auto for iPhone and Android users, nine-speaker Beats Audio sound system with digital radio, dual-zone climate control, heated front seats (but no heated steering wheel), leather-wrapped steering wheel, auto headlights and wipers, roof rack, tinted rear glass, auto parking (park assist for parallel and perpendicular parking), passenger seat storage and 18-inch alloys. Want diesel with that? Then you'll pay another $2500.
The Trailhawk sits at the top of the range at $44,750 but misses out on some of the Limited's standard features. This might seem like some type of scam, but it isn't because while it doesn't get a proximity key, push button start and the fancy stereo, it comes with off-road components such as red recovery hooks and under-body protection, there's also different 18-inch rims to the Limited.
I'm not a fan of the reversing camera picture quality. I can tell the screen is excellent from the clarity of the maps in navigation, but the camera itself must be letting things down with not capturing the best quality image. Not a deal breaker, though.
The Compass comes with two USB ports and two 12-volt outlets (one of each in the front and in the back), while the Limited and Trailhawk also come with a 230-volt outlet.
A power tailgate can be optioned on the Limited and Trailhawk through the purchase of a $2450 tech pack. A panoramic sunroof is $1950, and if you like the two-tone black roof that'll be $495 please.
The sport and Longitude come with halogen headlights, while the Limited and Trailhawk get bi-Xenon. There are no LED headlights in the Compass range, sadly.
All come with hill assist, but only the Trailhawk has hill descent control. I know what you're thinking - no CD player. Yes, outrageous.
Only the 'Colorado Red' colour is the standard paint, the rest are optional and includes 'Minimal Grey' which is really silver, 'Brilliant Black', 'Vocal White', 'Hydro Blue', 'Grey Magnesio', 'Mojave Sand' and 'Bronze Metallic' a sort of orange or as I like to call it Electric Brown. No yellow or army green unfortuantely. How cool would a Trailhawk look in a matte green? That would be special.
The genuine accessories list isn't huge for the Compass and doesn't list a bullbar, nudge bar or a snorkle - it would be best to speak to Jeep before fitting these through another provider.
What other SUVs would you compare the Compass to? Well, as a model comparison the Mitsubishi Eclipse Cross matches the price and size, while the Nissan Qashqai would be another rival. That said if it was Qashqai vs Compass off the road - the Jeep would win hands down.
With prices starting as low as $29,990 drive-away it's easy to see why MGs have been flying off the shelves of late.
When it arrived in late 2020, the HS was MG's most important model, breaking the brand into the most mainstream of segments with a mid-size SUV. Prior to its arrival, MG had played in the cheap and cheerful space with its budget MG3 hatch and ZS small SUV, but the HS came packed from the get-go with a digitised cabin, a suite of active-safety features, and a European-style small-capacity turbocharged engine.
The range has expanded since then to cover even more affordable ground, now kicking off with the base model Core.
The Core wears the aforementioned $29,990 drive away price and comes with a relatively impressive suite of equipment. Standard stuff includes 17-inch alloy wheels, a 10.1-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, a semi-digital dash cluster, halogen headlights with LED DRLs, cloth and plastic interior trim, push-start ignition, and perhaps most impressively, the full active-safety suite, which we'll take a look at later. The Core can only be chosen as a front-wheel drive automatic, with a 1.5-litre turbocharged four-cylinder engine.
Next up is the lower mid-grade Vibe, which wears a drive-away price tag of $30,990. Available with the same engine choice and largely the same specs, the Vibe adds keyless entry, a leather steering wheel, leather-look seat trim, electrically auto-folding and heated wing mirrors, an air conditioned centre console box, and a set of roof rails.
The upper mid-grade Excite can be chosen in either front drive with the 1.5-litre engine at $34,990, or as a 2.0-litre all-wheel drive at $37,990. The Excite gains 18-inch alloy wheels, LED headlights with animated LED indicators, interior ambient lighting, built-in sat-nav, alloy pedals, an electric tailgate, and a Sport mode for the engine and transmission.
Finally, the top-spec HS is the Essence. The Essence can be chosen either as a 1.5-litre turbo front-wheel drive at $38,990, a 2.0-litre turbo all-wheel drive at $42,990 or as an interesting front-wheel-drive plug-in hybrid at $46,990.
The Essence gains power adjustable and heated front seats, a puddle light for the driver's door, sportier seat designs, a panoramic sunroof, and a 360-degree parking camera.
The plug-in adds a 12.3-inch digital dash cluster, as well as a completely different transmission to go with its hybrid system, which we'll also take a look at later.
The range is undeniably good value and coupled with the flashy look even on the base Core, it's not hard to see why MG has soared into the top 10 automakers in Australia. Even the top-spec PHEV manages to undercut the long-standing Mitsubishi Outlander PHEV by a decent margin.
When it comes to the raw numbers then, it seems as though MG's HS is off to a good start, especially when you consider a full array of safety equipment and a seven-year warranty.
Engine & trans
The Compass is available with a 2.4-litre 129kW/229Nm four-cylinder petrol engine or a 2.0-litre 125kW/350Nm turbo-diesel. Yup, the diesel motor is smaller in engine size but that turbo makes up for it, while the petrol feels like it needs more horsepower. Those are fairly simple specifications to get your head around, which is good.
The catch is the Sport and Longitude only come with the petrol engine, in front-wheel drive (FWD) (4x2) with a six-speed auto or six-speed manual offered on the Sport, and auto only for the Longitude. There's no rear wheel drive only Compass.
The Limited comes with a choice of the petrol or diesel, with four-wheel drive (4WD) (4x4 or 4 wheel drive, which is different to most all wheel drive systems) and a nine-speed automatic transmission.
Jeep does not recommend towing in the front-wheel drive petrol variants, while it advises the braked towing capacity of the 4x4 petrol Limited is 1000kg and 1500kg if you're in the Trailhawk. That's not terrific pulling capacity, but remember this is a small SUV. A tow bar kit is available through Jeep's accessories department.
During test we didn't experience any automatic transmisison problems or general transmission issues.
Gross vehicle weigh ranges from 1905kg for the Sport to 2189kg for the Trailhawk.
The Trailhawk is diesel only, which is the better engine, with its higher torque all rushing in as low down as 1750rpm (idle is about 800rpm). The petrol isn't bad, it's just not as grunty.
Thank the auto gods that Jeep hasn't chosen a CVT auto. The nine-speed auto is great – quick and smooth, although, with so many gears, it can sometimes feel indecisive about where to shift next.
The MG HS is available with three drivetrain options across its four-variant range. The base two cars, the Core and the Vibe, can only be chosen with a 1.5-litre four-cylinder turbocharged petrol engine, producing 119kW/250Nm, which drives the front wheels via a seven-speed dual-clutch automatic transmission.
The Excite and top-spec Essence can also be chosen in this layout, or as an all-wheel drive with a 2.0-litre turbocharged petrol engine producing 168kW/360Nm. This combination still has a dual-clutch automatic, but with only six speeds.
Meanwhile the halo variant of the HS range is the Essence plug-in hybrid. This car pairs the 1.5-litre turbo from the more affordable variants with a relatively powerful 90kW/230Nm electric motor, also on the front axle. These combine to drive the front wheels via a 10-speed traditional torque-converter automatic.
The electric motor is backed by a 16.6kWh lithium-ion battery pack, which can be charged at a maximum rate of 7.2kW via a European-standard Type 2 AC charging port located in a flap opposite the fuel filler.
The power figures on offer here are pretty good across the board, and the technology is contemporary and geared for low emissions. The dual-clutch automatic transmissions raise an eyebrow, but more on that in the driving section of this review.
Quite a lot or not much depending on which engine you choose. The petrol is the thirstier one, and when teamed up with the six-speed manual in the FWD Sport is claimed to consume 8.6L/100km over a combination of urban and open roads, while the six-speed auto in that grade and the Longitude lowers that mileage to 7.9L/100km.
That petrol engine in the 4WD Limited with the nine-speed auto uses 9.7L/100km according to Jeep, but the trip computer was telling me it was necking 12L/100km, which isn't bad fuel economy considering there was a stack of off-roading going on, too.
The diesel in the Limited will only need 5.7L/100km and Jeep says you'll get the same from that engine in the Trailhawk, although our trip computer was reporting an average of 10.1L/100km. But again, that was after highways, country roads and a lot of off-road work.
If it came down to diesel vs petrol, normally I always go for petrol, but not in the case of the Compass. The diesel engine makes the driving experience much better.
The Compass has a fuel tank capacity of 60 litres - both for the petrol and diesel versions.
For a mid-size SUV, the HS has impressive official/combined consumption figures.
The 1.5-litre turbocharged front-wheel-drive variants have a combined official figure of 7.3L/100km, against which the base Core I drove for a week returned a figure of 9.5L/100km. A little off the official number, but it's impressive to get below 10.0L/100km in the real world in an SUV this size.
The 2.0L all-wheel drive cars miss the mark by a little more, scoring a real-world figure of ?? L/100km in Richard Berry's week-long test, against an official 9.5L/100km.
Finally, the plug-in hybrid has an absurdly low fuel-consumption figure, thanks to its large battery and capable electric motor, but assumes the owner will drive it in ideal circumstances only. I was still impressed to find my test week in the PHEV returning a figure of 3.7L/100km, especially given I managed to run the battery completely dead for at least a day and a half of driving.
All HS engines require the use of mid-grade 95RON unleaded petrol.
Jeep had the two highest spec grades of the Compass saddled up for us to drive – the Limited and the Trailhawk. Both are 4WD and have the nine-speed automatic, but because the Trailhawk runs on diesel and the Limited we had was a petrol variant, the personality differences were apparent from the get-go.
The Limited's four-cylinder petrol is the slightly more powerful of the two engines, but the Trailhawk has far superior grunt thanks to the extra torque from that turbo-diesel engine.
The Trailhawk idles at about 800rpm, and by 1750rpm all 350Nm is under your right foot – great for towing and the low-end torque suited the slow off-road component in our test where a slow crawl and low-range gearing was needed.
That off-road section wasn't the most challenging terrain I've seen, but the elbow-deep ruts and the soccer ball sized rocks on the dirt road we climbed up would have stopped just about everything else in the current small SUV class in its tracks.
The Trailhawk's 225mm of ground clearance combined with the 30.6-degree approach and 33.1-degree departure angles are impressive. This combined with a low-range, lockable 4WD system make for a competent light duties off-roader.
Sure, it's no body on-frame Wrangler, but I challenge you to find something from another brand in this segment that is this adept off the road.
The Limited doesn't have a low-range 4WD setting, but it does share the Trailhawk's selectable terrain feature for snow, mud and sand. We took the Limited off-road, too, and while the course wasn't as gnarly as the Trailhawk's route, you'd be mad to take a regular city-focused SUV where we took the Limited.
On the road I found myself drawn to the Trailhawk for its extra grunt and ride comfort (higher profile tyres and off-road suspension make life comfier), while the Limited felt a little too firm. Handling in both is good for the class.
Some road noise from the tyres in both found its way into the cabin, while wind noise was minimal.
There's good visibility out the windscreen, thanks to thoughtfully designed A-pillars, while the view out the back and rear quarters is also unobstructed.
Steering is my only main complaint – while accurate, there's a lack of feeling and feedback through that wheel. An 11.0m turning circle is getting big for a small SUV, too.
No Compass is super quick with the 0-100km/h time ranging from 9.3 seconds to 10.1 seconds. An SRT compass would be great. Hint, hint, Jeep.
The Trailhawk's wading depth is 480mm, while the rest make do with 405mm.
The HS is a bit of a mixed experience from behind the wheel. It's brave for a manufacturer as recently rebooted as MG to have a complex emissions-beating small-capacity turbocharged engine mated to a dual-clutch automatic. There's a lot in this combination that can go awry.
I said at the launch of this car that the transmission was pretty ordinary. It was reluctant, got caught in the wrong gear frequently, and was just an all-round unpleasant experience to drive. The brand informed us that there has been a significant software update to the transmission to coincide with the arrival of the other HS variants, and credit where credit is due, there has genuinely been a change.
The seven-speed dual clutch is now much more compliant, shifting more predictably through its gears, and when decision-making is asked of it in the corners it's now a smoother experience, where previously it would shudder and skip gears.
However, lingering issues still remain. It can be reluctant to take off from a full stop (a common dual-clutch trait) and it seems to particularly dislike steep inclines. Even my driveway would have it choking between first and second gear, with a distinct loss of power if it made the wrong decision.
The ride of the HS is comfort tuned, which is a breath of fresh air from many sportier mid-size SUVs. It deals with bumps, potholes, and undulations around town remarkably well, and the abundance of noise filtering from the engine bay keeps the cabin nice and quiet. It's easy to take the handling prowess of its Japanese and Korean rivals for granted, however.
The HS feels frumpy in the corners, with a tall centre of gravity and a ride that is particularly prone to body-roll. It's a topsy-turvy experience if your suburb is full of roundabouts for example, and hardly inspires confidence when cornering. Even little calibration things like the slow steering rack and pedals, which lack feel, show areas where this car could be improved.
I only had a brief time behind the wheel of a 2.0-litre turbo all-wheel-drive variant. Make sure to read Richard Berry's variant review for his thoughts, but that car had more of the same issues, but with a slightly better ride and handling thanks to improved traction and more weight.
The most interesting HS variant is the PHEV. This car is by far the best to drive thanks to its smooth, powerful, and instantaneous electric torque. Even when the engine is on in this car it's far smoother, as it trades away the messy dual-clutch automatic for a 10-speed torque converter, which slushes through the gears with ease.
The best way to drive it, though, is as a pure EV, where the HS PHEV shines. Not only can it drive entirely on electric power alone (as in, the engine won't turn on, even at speeds up to 80km/h), but the ride and handling are improved by the weight of its batteries, too.
While there's still significant room for improvement in the HS range, it's impressive how far the brand has come in the short time since this mid-size SUV arrived in Australia.
The fact that the PHEV by far the best to drive bodes well for the future of the brand.
The Jeep Compass scored the maximum five-star ANCAP score when it was tested in 2017, and while the Longitude does have seven airbags, traction and stability control and ABS it does not come standard with advanced safety equipment such as Auto Emergency Braking (AEB) – you'll have to option that feature.
The $2450 'Advanced Technology Group' package is available to option on the Limited and Trailhawk and adds AEB, lane departure warning, adaptive cruise control, auto high beam, blind spot warning, and rear cross-traffic alert. I'd buy that package before I even though about any other option.
There are three top-tethers for child restraints across the back seat, with ISOFIX anchors on the two outer positions.
Where is the Jeep compass built? The Jeep Compass that is sold in Australia is made in India.
It is impressive that MG has managed to pack the entire active-safety suite into every HS, especially the base Core.
Branded 'MG Pilot' the suite's active features include freeway speed auto emergency braking (detects pedestrians and cyclists at up to 64km/h, vehicles at up to 150km/h), lane-keep assist with lane-departure warning, blind-spot monitoring with rear cross traffic alert, auto high beams, traffic-sign recognition, and adaptive cruise control with traffic-jam assist.
Sure, some automakers might pack some extra features in like driver attention alert and rear AEB, but to have the whole suite on even the entry-level variant is impressive, nonetheless. Since this car's launch, software updates have even significantly improved the lane keep and forward collision warning sensitivity significantly (they are less extreme now).
Six airbags come standard on every HS alongside the expected brake, stability, and traction controls. The HS scored a maximum five-star ANCAP safety rating to the 2019 standards, scoring decently across all categories, although the PHEV variant is different enough to miss out this time around.
MG takes a leaf out of Kia's book by offering an impressive seven-year and unlimited-kilometre warranty on every HS variant aside from the PHEV.
Instead, the PHEV comes with an industry-standard five-year and unlimited-kilometre warranty, and separate eight-year and 160,000km lithium battery warranty. The brand justifies this by saying the hybrid game is “a different business” to its petrol range.
Capped-price servicing had not yet been locked in at the time of writing, but the brand promises us a schedule is on the way. We'd be surprised if it was expensive, but keep in mind brands like Kia have used higher service pricing in the past to cover a longer than average warranty.