MG MG4 vs Honda Jazz

What's the difference?

The MG4 was a game changing electric car, resetting the price benchmark while also being a very good small car in its own right. But as we discovered when we tested the rest of the range, the MG4 is a car that gets more compelling the cheaper it is. The $38,990 MG4 Excite 51 is arguably the pick of the range given its value equation.

But that’s not to say the MG4 XPower isn’t a good car. It’s a very quick car that will play the role of daily driver and weekend fun machine well. Just not quite as well as its petrol-powered rivals.

The Honda Jazz is an extremely capable small car, with an ace card of virtually unbeatable interior space. While it's hardly an excitement machine, or the best looking or equipped in its class (it is missing out on some useful safety gear), the Jazz deserves its status as a well-loved hatchback.

The best in the range is probably the VTi. There isn't anything compelling further up the variants unless you're keen on bigger wheels or leather trim. Its entry-level offering is a good-value, sturdy car that is packed with its best qualities, no matter which one you buy.

What really stands out about the design is… that not much stands out about the design. At least in differentiating the XPower from the rest of the MG4 line-up.

There are no pumped out wheel arches or a bigger, sportier spoiler that makes it look different in the same way a GR Corolla won’t be mistaken for a regular Corolla hatch.

Instead, the XPower has the same 'Energetic Agile' silhouette and includes the same ‘Active Intake spoiler’ at the front and the ‘Twin-Aero’ rear spoiler that’s the same as the Essence models.

There are some differences though, including more pronounced styling on the sides of the doors. It doesn’t add any performance benefit but creates a slight visual difference between the models in the range.

Surprisingly, there is very little to signify that this is the sportiest XPower model, with a distinct lack of badging - inside and out. In fact, the only visual clue that this is the XPower is on the bright orange brake calipers. Or, to be more accurate, brake caliper covers.

These are just lightweight metal covers that make the MG4 braking hardware look bigger than it really is, so it’s a bit of visual trickery from the MG designers.

The Jazz's exterior design is instantly recognisable. The shape has been roughly the same since the car's 2002 debut, with the mildest evolution over the years. The 2018 Jazz leads with the chin a bit, with a pronounced underbite and when fitted with a chrome grille, it looks a bit like the giant Jaws from James Bond after whacking his head.

Apart from that, the slimmed headlights and one-box body shape are almost entirely inoffensive, save for the chunky, stacked rear lights.

When you head inside it's a simple, basic interior. Well put together, it's easy to find your way around and, because there isn't much happening in here, it's unlikely you'll need the owner's manual, unless you want to identify and use every single deployment of the excellent Magic Seats in the back.

As you climb the range, you'll start to see body-kit additions like a rear spoiler and side skirts, but nothing particularly racy.

As with the exterior, there’s not a lot to differentiate the XPower from the rest of the line-up. No bright red Civic Type R style interior treatment here. MG has opted to carry over the minimalist design that no doubt contributes to the sharp pricing.

Probably the only notable difference is the seat trim, with the XPower model getting a combination of synthetic leather and suede for a sportier look and feel. But the rest is largely the same, which detracts slightly from its hot hatch credentials.

On the plus side, the MG4 cabin is generally a well-designed interior space, which is a positive for the XPower’s hot hatch argument, as the idea behind the ‘hot hatch’ is that it can be a practical car during the week and fun on the weekends. 

There’s good room for passengers and luggage, in large part thanks to the relatively slim battery design that frees up more cabin space. Front seat occupants will enjoy the space and good visibility on offer.

Small item storage is very good in the MG4, with a pair of cupholders, a large, flat lidded tray (with one USB-C and one USB-A outlet just above) and the centre console box all fitting between the front seats.

There’s also a wireless smartphone charging pad that sits halfway up the centre fascia, next to the rotary gear selector, but it’s a shallow space so your phone will almost certainly fly out as soon as you begin cornering vigorously.

However, once again highlighting the ways MG has saved money to keep costs down, the back seat accommodation isn’t anywhere near as well appointed.

While the space is adequate for a small hatch, there are no cupholders, no air-conditioning vents and no fold down armrest for those in the back. All they have access to are some pockets on the back of the front seats, including a pair of small ones high on the seat, seemingly designed to accommodate your smartphone.

In another positive for its hot hatch practicality, there are ISOFIX points on the outer rear seats, neatly covered by leather pieces for a cleaner look when you don’t have kids.

As for the boot, the XPower measures the same 363 litres with the seats up which is unchanged from the rest of the MG4 line-up.

Disappointingly, there’s no obvious place to stow the charging cable, even though it comes in a small, neat bag. This is a worryingly common trend with these early generation EVs that shows a lack of practical thinking from the designers.

The MG4 has no under-bonnet storage either, so it feels like a few wasted opportunities for what is a bespoke EV design.

The interior is full of cleverness packed into a small space. The centre console has two cup holders, a space for your phone and a compartmentalised open tray reachable by both front and rear-seat passengers. A third cupholder folds out of the dash on the driver's side. The back seat doesn't have any cupholders, unfortunately, and nor is there a centre armrest.

Rear legroom is impressive for such a small car - it's no wonder the HR-V compact SUV was spun off the Jazz platform. Added to that are the excellent 'Magic Seats', which fold in a variety of ways to increase the boot space dimensions from 354 litres to 1314 litres.

Luggage capacity is not bad for such a small car and with the flexible interior, the boot size goes up by four times in volume. This is one area in which it really does outdo the  Mazda2. The removable cargo cover means you can get a decent chest of drawers in, however there's a bit of a drop once you get things over the loading lip.

You can also fold the seat bases up and out of the way to provide space for shrubbery, or a dog, or an awkward flat pack. 

The basic VTi misses out on a bit of storage, namely the centre console storage box and driver's side seatback pocket, but the rest of the range has them both.

The Jazz range is made up of three models. As with any car, how much you get is dependent on how far up the price list you go. Honda occasionaly offers drive-away deals, but we're using RRP as a guide. We've done an exhaustive model comparison as well as snapshots to help you decide between the three trim levels - VTi, VTi-S and VTi-L.

Our American cousins score a Sport edition, but sadly we miss out on that one.

The VTi opens the price range at $14,990 for the five-speed manual, rising to $16,990 for the CVT auto. Standard features include a four-speaker stereo, air-conditioning, reverse camera, remote central locking, projector style halogen headlights, 15-inch steel wheels, cruise control power windows and mirrors, black cloth trim, trip computer and hill-start assist. 

The inclusion of the reversing camera is good but the lack of rear parking sensors is mystifying, a problem shared with the VTi-S, although they are optional on both specifications.

While the spare tyre is a space-saver, it's better than a tyre-repair kit, should trouble strike. A small tool kit is also supplied for just such an occasion.

Even with the 2018 update, there is no Apple CarPlay or Android Auto, although you can plug in your iPhone or Android device via the USB port. Irritatingly, the USB port is under a cover next to the 7.0-inch touchscreen itself, so you have a cable poking out of the dashboard. You might prefer Bluetooth in that case. 

Step up to the CVT-only VTi-S ($19,990) and you pick up foglights, 16-inch alloy wheels, LED headlights, 'premium' cloth trim, leather-wrapped steering wheel, a centre console with storage box and GPS sat nav. 

There is no improvement to the multimedia system.

The VTi-L ($22,990) adds LED daytime running lights, climate control, navigation system (hooray!), smart key keyless entry, push-button start, leather seats, paddle shift for the CVT gearbox, an alarm, bi-LED headlights, LED daytime running lights, heated front seats and two extra speakers, 

Missing from the accessories list are a CD changer, DVD player, DAB or MP3, panoramic sunroof, sport pack, black pack, city pack, subwoofer, improved sound system, HID headlights, tonneau cover, roof rack, different rims and even  floor mats. 

You're stuck with the same infotainment head unit right across the range - its not even a radio/CD player arrangement, just radio and your phone. At least the VTi-L has more speakers for its sound system.

Dealers will no doubt sell you darker tinted windows and an extended warranty.

The Jazz is available in seven colours, with Rally Red the only freebie. For $495 you can have one of six shades of mettallic paint - Crystal Black, Brilliant Sporty Blue, Modern steel (gunmetal grey), Phoenix Orange, Lunar Silver and White Orchid. If you're after pink or yellow, you're out of luck. Not very Jazzy.

This is arguably the biggest single difference between the XPower and the rest of the MG4 line-up. Unlike the others that have a single, rear-mounted electric motor, the XPower adds a second motor on the front axle.

This has an obvious impact on the performance, boosting it from the previous best of 180kW to an impressive 320kW/600Nm.

Having motors on each axle also means the XPower is all-wheel drive, so it has little trouble transferring all that grunt to the road.

So much so that the MG4 XPower is the equal quickest hot hatch on the market (at the time of publication), taking just 3.8 seconds to run 0-100km/h; matching the Audi RS3, with its turbocharged five-cylinder engine.

All Jazzes are powered by Honda's 1.5-litre single-cam four-cylinder. The engine specs don't make for inspiring reading, with just 88kW and 145Nm. That's not a lot of horsepower, but when you consider the weight of the car, the figures don't look so weedy.

Power goes to the front wheels, so the Jazz is definitely not an off-road proposition.

Only the base model VTi has a choice of manual vs automatic, with a five-speed manual transmission and a CVT auto to choose from.

As to the question of timing belt or chain, the Jazz has the latter, so you don't have to worry about a belt change. The oil type is 5W-30

There is no diesel option, so there'll be no diesel vs petrol argument. Nor is there an EV or plug-in hybrid - with a battery, it's unlikely you'd have much boot space left. There isn't an LPG, 4x4, or AWD version either.

If you can be bothered fitting a towbar, the manual's towing capacity is 1000kg braked while the CVT's load capacity drops to 850kg. Both transmissions will haul 450kg unbraked.

Interestingly, the XPower is not fitted with the biggest battery in the MG4 range, forgoing the 77kWh version in favour of the 64kWh option.

In the ‘standard’ rear-wheel drive MG4 Excite 64 model this battery can provide up to 450km of range (on the WLTP cycle) but in the XPower that figure is reduced to 400km.

While that’s well short of the 530km offered by the long-range Essence 77 model, it’s still a respectable amount of driving range and should suit your typical hot hatch buyer, who knows performance typically comes at the expense of efficiency.

Our test drive was limited to just two days, so we didn't have the chance to live with the XPower for an extended period, but it managed to make it this reviewer’s preferred hot hatch playground on the edge of the city and back again to home with more than 50 per cent of the battery charge remaining.

This was a trip that included a lot of urban driving, some highway and then some ‘spirited’ running on the twisty road, so there’s enough range from the XPower to meet most buyers' needs.

Across almost seven hours of driving, the MG’s trip computer was claiming an average energy use of 18.6kWh/100km. To replenish the batteries, a 140kW DC charger will take just 30 minutes to take them from 10 to 80 per cent.

The V2L is another nice addition, which allows you to draw power from the battery, if needed, to run small electrical appliances.

The XPower is hardly a car for camping but, for example, if you decided to take it to a track day and want to plug in a kettle to make a hot drink, you can literally plug it into the car. Handy!

Fuel figures are slightly different, depending on the gearbox you've chosen. Honda claims you'll get 6.5L/100km on the combined cycle in a manual while the CVT uses a bit less, coming in at 5.9L/100km. So fuel consumption km/L works out at about 15km/L for the five speed and 17.km/L in the CVT.

Real-world consumption is a little different, however. Our most recent test with the manual yielded 8.0L/100km while the CVT chugged down 8.2L/100km. Having said that, you'll see better fuel economy figures in the manual if, as I admitted in my VTi review, you don't drive it enthusiastically. The CVT was a bit disappointing because I was a lot more sedate in that one and it didn't deliver better mileage than the manual.

Fuel-tank capacity is 40 litres.

The real question about the XPower is not if it’s quick, because all EVs and especially those with dual motors tend to be very rapid in a straight line, but how it handles itself on a twisty road.

That’s what separates a good hot hatch from a great one, but it’s also an area EVs have struggled in, because the combination of silence, weight and just the fact they’re new and different tends to mean they lack the driving engagement of more established competition.

Hot hatches also need to play a dual role, as daily transport and weekend fun machine, so that’s another factor to consider.

So, how does the MG4 XPower stack up? Well, the unsurprising news is it’s very, very quick. The acceleration is ferocious and really shoves you back in your seat, leaving you in no doubt that it will leave most of its hot hatch rivals (with the exception of the Audi RS3) in its dust.

When the going gets twisty though the XPower feels like it lets its rivals catch back up. There are different driving modes and switching to ‘Sport’ and reducing the regenerative braking makes a notable difference to the way the XPower handles.

The steering gets heavier and it will roll and coast into corners more like a petrol-powered hatch. It makes for a very competent car, with direct steering and good road holding… but not a great hot hatch.

It lacks the engagement and excitement that the best hot hatches offer. For example, the steering gets heavier in Sport mode, but doesn’t provide any more feedback to the driver. The Bridgestone Turanza tyres do a fine job but they lack the grip of a Michelin Pilot Sport. 

The lasting impression on the driver is a car that feels quick but doesn’t leave you wanting more. The best hot hatches make you want to keep on driving and driving, that’s not the case in the XPower.

As a daily driver it’s arguably better than its rivals, though, with quiet, effortless commuting potential thanks to its electric powertrain.

The Jazz has always been a comfortable, easygoing car with performance figures to match. Its 0-100km/h acceleration is best described as leisurely, so if it's speed your after, this car isn't for you.

That said, the manual VTi is terrific fun to drive. Switch to the CVT, however, and the Jazz's reputation is restored. A good ride for front-seat passengers comes from McPherson struts up front while the rear suspension is by torsion beams, meaning rear-seat occupants can get a few shocks over bumps.

Road noise is a little higher than you might expect, but that's probably a combination of tyres and a commitment to lightness.

Obviously, being such a small car, manouverability is a key advantage. The turning radius is 5.2m, which is good but not super tight and the light, electric power steering makes dodging about easy. It certainly doesn't feel like it's on rails, but that's hardly what a car with a such a small engine size is about.

Ground clearance is 137mm, which is reasonable but jumping gutters is not advised.

In the base manual, you have a five-speed with a light clutch and an easy shift. For a motor missing out on a second cam, let alone a turbo, progress is swift rather than exciting, the engine droning away with a relaxed air. The CVT has an eco mode, which further blunts performance, but a ring of light around speedo glows green if you're behaving yourself.

The safety specifications include six airbags, ABS, stability and traction controls, brake assist and brake-force distribution. The Jazz was awarded a five-star ANCAP safety rating in January 2015.

Baby car seat security is offered with either three top-tether anchors but there are no ISOFIX points.

Missing is the more comprehensive safety equipment of its key rival, the Mazda2, which has forward AEB as standard, and its mid-range adds reverse AEB and at the top of the range scores reverse cross traffic alert and blind -spot monitoring. The airbag count is competitive, however.

Like every MG sold in Australia, the MG4 XPower is covered by the brand’s seven-year, unlimited kilometre warranty, which is industry standard for high-volume brands these days.

As for servicing, the intervals are also the same as the rest of the MG4 range, which means a lengthy two years or 40,000km, whichever comes first, between visits to the dealership.

That’s much longer than your typical petrol-powered hot hatch, which has more moving parts that need servicing. 

In terms of costs, the XPower is ever-so-slightly more expensive compared to the rest of the MG4 line-up.

A minor service is the same $296 but a major service (which comes every second service) will cost you $962.

But even so, for the first six years you’ll only be up for $1554 in servicing costs, which is comparatively cheap amongst its hot hatch rivals, and only $76 more than you’ll pay for any other MG4.

Honda's standard five year/unlimited kilometre warranty also comes with capped-price servicing for the first five years or 10 services, whichever comes first. Service intervals are every 10,000km or six months. 

Up to 30,000km you won't have any extras but once you hit 40,000km you'll have to do the brake fluid, which is a reaonable $144 extra. Your service cost structure is otherwise simple - $259 for odd numbers and $297 for even.

Many people ask where the Honda Jazz is built, and the answer to that is "not Japan", or in Honda's Thailand plant.

Second-hand values appear strong, with around 60 percent of value retained after three years. Resale value is something of a Honda strength, which is probably to do with a lack of high-profile reliability issues.

A dip into the usual internet forums yields little in the way of common faults, problems, complaints or issues for the Jazz. Some look for automatic transmission problems, others for manual gearbox problems, but the current Jazz seems quite clear of defects in Australian-delivered cars.