MG Mgs6 Ev vs Toyota C-HR

What's the difference?

It’s probably a bit much to place the future success or failure of MG as a brand solely on the shoulders of the MGS6. A lot more work behind-the-scenes and customer facing will need to happen to ensure the brand doesn’t repeat its 2025 sales performance.

However, the MGS6 is a step forward and something of a return to form for the brand. It’s a good value, well-equipped and spacious electric SUV, so if that’s what you’re looking for, it should be on your short list.

However, the challenge for MG is that there are several other very similar offerings that have emerged in recent times, namely the BYD Sealion 7, while hybrids like the Toyota RAV4 remain family favourites. Not to mention the other options from GAC, Geely, Hyundai, Kia, Subaru etc as the electric SUV segment continues to grow.

It won’t be easy for MG to recover lost ground but the MGS6 is a good start.

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

There’s not much in terms of practicalities that are going to convince you the C-HR is a better option than Toyota’s other small SUV, the Corolla Cross.

Even other ‘stylish’ small SUVs like the Mazda CX-30, fuel savers like the electric MG ZS EV, or performance small SUVs like the Hyundai Kona N are more affordable than the GR Sport version of the C-HR.

In the case of this car, unlike most of its Toyota stablemates, buyers will likely be making a decision from the heart based on exterior styling and its interior rather than value or practicality.

And who would anyone be to tell you not to buy a car you like for its styling?

Historically MG has played it safe design-wise, opting for inoffensive but sometimes derivative looks. But with this latest generation the brand is starting to find its own unique style and the MGS6 is another example of that.

The company has hired more European designers, who have brought a more global look and feel to the brand and given it a more clearly defined sense of style. There is a clear visual link to the smaller MGS5, with both models clearly influenced by the brand’s halo model, the Cyberster.

There’s a Cyberster-inspired split grille at the front, plus new signature daytime running lights, while at the rear there are full-width lights, with a 3D light effect with integrated spoiler for better aerodynamics. The exterior look is then finished off with 20-inch aero-designed alloy wheels.

Inside the design is in keeping with previous MG models, which means a simplistic but very modern cabin.

There are two screens, one for the driver’s display and one for the multimedia system, that provide a clean and contemporary look. 

MG is offering two interior options, a standard grey-colour cabin with carbon fibre-style inlays or an optional beige look complete with Scandinavian-inspired light wood-style inlays dubbed Nordic Ashwood.

Notably, there are more soft-touch materials used throughout, which adds to a more premium look and feel for the MGS6 compared to some of the brand’s earlier models.

There’s a fair bit going on here compared to most of Toyota’s other products, much like the first generation, but being designed with Europe as the key market and Australia as a secondary means the styling team needed to take on some fairly fashionable brands.

All three variants of the C-HR are relatively close in aesthetics, with major differences being two-tone paint or specific trim elements for the top-spec GR Sport.

It uses new Toyota design elements that have been seen on some models already, the ‘c-shape’ lights have been used on the new Prius, which we no longer get in Australia, for example.

The black roof was also available on the previous generation, where this car has carried over the ‘egg-like’ silhouette from.

The overall relatively aquatic styling and shape must be for aerodynamic advantage - its chief engineer told us the drag coefficient is just 0.318Cd - but the removal of the rear wiper to lower drag might have been unnecessary for a city-focused small SUV.

The cabin isn’t as wild as the outside, which may be a let-down in some ways, though it’s still a little more visually interesting than its more mainstream stablemates.

The 64-colour ambient lighting changes based on settings including time of day or drive mode, but can be set to a specific single colour if you wish.

The centre stack on the dash is gently angled towards the driver with a small separation between it and the passenger, creating a slight ‘cockpit’ feeling.

Seats are made from different materials depending on the grade, though no real leather is used even in the GR Sport, where synthetic suede and leather are the main upholstery.

The cloth textiles are made from entirely recycled materials, while the synthetic suede is made from a little less than half recycled materials.

They don’t look cheap, but they also don’t look particularly luxurious.

While MG has opted for the clean, ‘tech’ look by running all the key functions through the two screens, thankfully the brand has also decided to include more physical buttons. These are for the key controls, specifically the air-conditioning and the audio system, and make it easier to adjust on the move.

MG has placed a big emphasis on user-friendliness, with a reported 38 storage spots scattered around the cabin to help make life easier for occupants. Certainly the cupholders, deep door pockets, large centre console shelf and large lidded console box do make storing your everyday small items convenient.

As for interior space, MG was keen to point out that its battery back is “ultra-thin” and measures just 110mm tall, which has allowed for a more spacious cabin with a flat floor. This translates to a very roomy interior, especially in the second row where there is enough space for two adults to sit comfortably with ample headroom and kneeroom.

In terms of storage, the MGS6 is the brand’s first model to feature under bonnet storage, or a 'frunk' as some people call it, which adds up to 86L of storage space (although that number is reduced to 67L in the AWD).

This is obviously in addition to the boot, which measures 581L with the seats up and 1607L with the second row folded.

When it comes to interior layout and ergonomics, there’s never much to criticise in a Toyota, unless playing it safe is a downside for you.

The buttons you’re most likely to use regularly, across the climate control, centre console and steering wheel, are all very obvious and easy to find, if a little uninspiring, as is wheel design itself - form definitely doesn’t sacrifice function here.

Welcome are the two large screens, the multimedia touchscreen a large 12.3-inch unit and the driver display either 7.0-inch or another 12.3-inch version depending on variant.

Toyota’s software is simple and accessible, using a few main menu sections, though many will likely bypass this with wireless phone mirroring.

Everything’s in a sensible place: a tall bottle in the cupholders won’t block access to anything, the phone charging pad is tucked away to minimise distraction, and Toyota has kept things like the gear selector and stalks behind the steering wheel relatively traditional.

While the interior feels a little dated by its many buttons and some of its simple graphics, there’s certainly something to be said for a welcome change from distracting screens and menus - if the aim was to not exclude Toyota’s older market, it seems like mission accomplished.

In terms of comfort and space, the C-HR makes pretty good use of its interior from the front, the seats are relatively comfortable and visibility is fine, though the back seat starts to feel a bit cramped.

While cupholders and door bottle storage is plentiful in the front, there’s no armrest and no bottle storage in the rear, only relatively shallow cupholders on the armrests in the doors.

Visibility is also relatively poor with high windows, a narrow rear window, and not a lot of light unless there’s a sunroof.

Behind that, with the seats up, the C-HR’s boot has a claimed VDA capacity of 388 litres in the GXL and Koba, or 362L in the GR Sport. Total volume with the seats down is 1154L and 1490L respectively.

While a Corolla Cross starts at $33,980 before on-roads, or $36,480 for a hybrid, the C-HR is just under $43K in its lowest spec.

And even though you’re paying more for a new hybrid drivetrain and some fun Euro styling, the Corolla Cross’ drivetrain isn’t far behind, and it still looks good enough to sell quite well.

So what’s the C-HR got going for it that the Cross doesn’t?

The base GXL starts from $42,990 plus on-road costs and comes with a bit more than you might expect from a base variant Toyota.

A 12.3-inch touchscreen, a 7.0-inch driver display and wireless Android Auto and Apple CarPlay have things covered for multimedia, while dual-zone climate, keyless entry and start, rain-sensing wipers, and USB-C and 12-volt ports and chargers cover off convenience.

The GXL has manually adjustable seats with recycled fabric - which I’ll come back to later - plus a synthetic leather-accented steering wheel.

The Koba, at $49,990, scores heated sports seats with synthetic suede trim, plus power adjustment for the driver seat and a digital rearview mirror as well as cabin ionisation via the climate control.

A wireless smartphone charger, a head-up display above a larger 12.3-inch driver display, plus adaptive high-beam all add to the convenience, while a nine-speaker JBL sound system and 64-colour ambient lighting add to the vibes.

Atop the range is the GR Sport, which starts from $54,990.

As well as being more powerful - we’ll come back to that, too - it gets unique styling outside, plus synthetic leather-accented and suede seats inside, aluminium scuff plates, and a heated GR Sport steering wheel.

The MGS6 is based on MG’s ‘E2’ EV architecture, which is the same as the S5 and compact MG4 hatch - not to be mistaken with the front-wheel drive MG4 Urban, which is on a newer platform.

This particular platform is designed for rear- and all-wheel drive applications, while the 'E3' architecture will be used for front-wheel drive models.

The S6 RWD has a single electric motor which, as the name implies, is mounted on the rear axle and makes 180kW of power.

The AWD option unsurprisingly adds a front-mounted electric motor for all-wheel drive performance and 266kW of power.

The difference in boot space is likely because the hybrid-only C-HR comes with two drivetrain options, depending on which variant you have.

The GXL and Koba both use Toyota’s 1.8-litre four-cylinder engine aided by a front-mounted electric motor to produce a 103kW output at the front wheels via a continuously variable transmission.

The GR Sport, however, gains a rear electric motor (taking up some boot space) and a more powerful front motor, helping a larger 2.0-litre four-cylinder petrol engine make a total 146kW - still via a CVT.

Don’t expect to be getting to 100km/h from a standstill in any less than 8.0 seconds in either variant, but both have a claimed top speed of 170km/h.

The motors are fed by a 77kWh NMC (Nickel Manganese Cobalt) battery, which is enough to provide the MGS6 RWD with 530km of range, while the AWD drops to a still reasonable 485km of claimed range.

According to the company, on a combined (urban/extra-urban) cycle the RWD uses 145Wh/km, while the AWD consumes 160Wh/km, but unfortunately our test drive was too short to verify the real-world use over an extended period of time.

MG claims with a 150kW DC charger, the battery can be recharged from 10 to 80 per cent in just 38 minutes - roughly the same time as its key rivals. 

Using an 11kW AC charging it will take approximately seven hours to charge the battery from empty to 100 per cent capacity.

Toyota says the C-HR uses just 4.0L/100km on the combined cycle test, which is 0.3L less than the previous generation’s claim, but it should be noted the 2.0-litre in the GR Sport drinks a claimed 4.1L/100km.

During testing on the launch drive, but without being able to measure properly from fill to fill, one quite spirited leg of driving netted a 6.9L/100km reading on the trip computer, while a more sedate drive returned 5.4L/100km.

It’s easy with EVs to fall into the trap of thinking just because it isn’t ludicrously fast it’s a letdown. And certainly, despite having 266kW available, I wouldn’t call the MGS6 particularly fast.

But measure it against its SUV peers, electric, hybrid and petrol powered, and it performs admirably. The natural smoothness of the electric motors only adds to the relaxed driving nature.

The ride and handling is also improved over previous MG models we’ve reviewed. It’s still not class-leading, but in terms of what the brand has produced before it feels like a positive step forward.

Overall the driving experience is very quiet and relaxed, with good insulation from the outside world and the quiet efficiency of the electric powertrain.

There’s nothing particularly offensive about the way the new C-HR drives, but there’s nothing riveting either.

If you’ve driven anything on the Toyota TNGA platform, this will feel familiar to you - and that’s not a bad thing, it’s generally pretty stable, comfortable and controlled.

The modified Corolla platform it rides on is a very good thing, but the C-HR doesn’t have anything in the way of sporting tendencies its styling might suggest.

The hybrid drivetrain in the two 1.8-litre versions of the small SUV don’t offer up a whole lot in terms of keen acceleration, but even the GR Sport and its 146kW drivetrain need a push to get things feeling properly quick on a twisty road.

The added stability of the all-wheel drive in the top variant is noticeable, the front-drive variants feeling a little less planted when pushed.

Steering is on the slightly lighter side of still being well-weighted - it doesn’t wow, but Toyota’s engineers know what they’re doing and it does everything it needs to in terms of communicating feeling to the driver.

Some particularly rough roads on the test drive showed the suspension to handle short, sharp bumps well and not feel crashy over larger imperfections.

The suspension has been retuned in this TNGA-C platform to be stiffer for more control but also more compliant in terms of comfort.

But it’s around urban and suburban streets where the C-HR will spend most of its time, and neglected streets, speed bumps, or tram lines won’t shake you too much from in the cabin.

All three variants of the C-HR come with a version of the Toyota Safety Sense suite of tech which includes things like pre-collision, active cruise control, speed limit sign assist, a surround-view parking camera, plus all the expected inclusions like ABS, blind-spot monitoring and rear cross-traffic alert.

The rear outboard seats are equipped with ISOFIX tethers, too, while the ADR-necessary top tethers are also present.

It hasn’t been tested by ANCAP, but in the case of a collision the C-HR does have a pretty decent airbag count of 10.

In a bid to convince buyers of the brand’s reliability and longevity MG is still offering a standard seven-year/unlimited-kilometre warranty with the option to extend to 10-years/250,000km if you get all your servicing done at an MG dealer, which makes it the longest warranty available for a new car in Australia.

Servicing intervals are every 12-months or 25,000km, whichever comes first, and differ slightly depending on the model. For the RWD the five-year service plan totals $1321 and $1877 for the seven year plan, while for the AWD the costs are $1376 and $1987, respectively.

It was noticeable during the brand’s presentation of the new MGS6 to local media that customer experience, both in the new car showroom and service centres, is a top priority. That suggests the anecdotal evidence that MG has been behind key rivals in this department is an accurate reflection. But clearly the new management structure wants to change that.

There are currently around 100 MG dealers across the county.

Toyota has a five-year/unlimited-kilometre warranty which covers the C-HR, as well as capped-price servicing for the first five years or 75,000km, whichever comes first, with each 12-month/15,000km service costing $250.

The C-HR also comes with a 12-month subscription to Toyota Connected Services, with features accessible through the myToyota Connect smartphone app.