Skoda Karoq vs MG HS

What's the difference?

This new entry-level Karoq gives the already accomplished mid-size SUV an even sharper value-for-money edge. On top of that it's space efficient, hugely practical and economical. Safety's up to speed, the ownership package is solid and it's a quiet, refined drive. Before joining the RAV4 queue, we'd suggest giving this Skoda some serious thought.

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

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.

Skoda's distinctively broad, vertically slatted grille stands the brand apart, and even after six years in market the Karoq looks crisp and contemporary with chiselled character lines and jagged head and tail-lights blending successfully with more gently curved surfaces along the car's flanks and turret.

It might be a subconscious side-effect of knowing Skoda is part of the VW Group, but I can't help seeing hints of Tiguan here and there, particularly around the side windows and rear end.

But cool touches like aero-influenced inserts in the 18-inch alloy rims reinforce the Karoq's individual look.

Move to the inside and while the 8.0-inch central media touchscreen and 8.0-inch digital instrument display are on the pace the overall design shows the car's age.

Quality trim materials lift the tone, the cloth seats with contrast stitching look (and feel) great, but the understated dash design in particular is 'traditional', the vibe accentuated by liberal use of piano black highlight elements.

That said, the mix of on-screen functions and physical controls works well ergonomically and the leather-trimmed, partially-perforated, flat-bottom steering wheel is hard to fault.

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.

In terms of dimensions, at just under 4.4m long, a bit more than 1.8m wide and a fraction over 1.6m tall the Karoq is a relatively small medium SUV.

Yet, its 2638mm wheelbase means there's enough space between the axles for generous accommodation front and rear with enough room left over for a decent boot.

There's ample room for me, at 183cm, in the front with plenty of breathing space between driver and co-pilot. Not to mention heaps of storage including big door bins with room for large bottles, an open area in the centre console under an extending and height-adjustable centre armrest, various coin and oddments slots, a good size glove box, a broad lidded dash-top compartment and a drop down box near the driver's right knee.

Move to the rear, and sitting behind the driver's seat set to my position, I've got good head, leg and shoulder room. Best for two adults, although three would be possible for (cozy) short trips.

Three up to teenage kids will be fine back there, but if your kids are in a capsule, child seat or booster you'll be good with two but three will be a bridge too far.

Again there are door bins with enough room for oversize bottles, three cupholders in the fold-down centre armrest (one is 'venti'-sized) as well an oddments tray at the back of the front centre console and map pockets on the front seat backs. Adjustable ventilation is another plus.

With all seats up the Karoq offers a healthy 588 litres (VDA) of storage space, expanding to 1810L with the 60/40 split rear seat folded. A rear seat 'ski-port' style door also increases flexibility.

There are numerous bag and tie-down hooks as well as thoughtful storage spaces around the boot space. A full-size (speed limited) spare sits under the floor and while the tailgate misses out on power assistance, there's a typically useful dangling grab handle to help with closing.

For those keen on towing the FWD Karoq is rated up to a 1.5-tonne braked trailer (750kg unbraked).

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 Karoq is powered by a 1.4-litre, all-alloy, direct-injected, turbo-petrol four-cylinder engine sending 110kW (at 6000rpm) and 250Nm (from 1500-3500rpm) to the front wheels via an eight-speed automatic transmission.

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.

Skoda's official combined cycle fuel economy number for the Karoq is 6.5L/100km, the 1.4-litre turbo-petrol engine emitting 147g/km of CO2 in the process.

On the launch drive program for this new entry-level model, covering city, B-road and freeway running along the coast south of Sydney, NSW, we recorded an average of 7.6L/100km.

That's useful for a conventional combustion engine without the benefit of electric hybrid assistance. Worth noting, however, minimum fuel requirement is the pricier 95 RON premium unleaded.

You'll need 50 litres of it to fill the tank which equates to a theoretical driving range of 770km using the official figure or around 660km using our on-test result.

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.

Despite riding on sizeable 18-inch alloys (shod with 215/50 Goodyear Eagle F1 rubber), first impressions behind the Karoq's wheel are dominated by how composed and refined it is.

Even on coarse, irregular B-roads the car remains supple yet balanced and well buttoned down in the corners. The steering is nicely weighted and road feel is good.

Skoda says the Karoq will accelerate from 0-100km/h in 9.2 seconds, which isn't ferociously fast but the 1.4-litre turbo four delivers its peak pulling power from 1500-3500rpm, which means you're never short of mid-range urge.

The smooth eight-speed auto also helps keep things on the boil although power delivery isn't always linear. Squeeze the throttle and the engine can take half a beat before responding in something of a rush.

Shift from 'Normal' to 'Sport' mode and the transmission will respond more urgently, holding on to ratios longer and changing down more readily. And if you want full control, move the lever over into the 'Tiptronic' manual position for satisfyingly rapid changes on-demand.

The engine remains quiet, only making its presence felt at higher revs, the supportive front seats remain comfortable over lengthy stints and the brakes (vented discs front, solid rotors rear) deliver firm, progressive stopping power even under the pressure of an enthusiastic twisty backroad run.

Under the heading of miscellaneous observations, the multimedia system is easy to navigate and quick to respond, the extending, height-adjustable front centre armrest is brilliant and the adaptive cruise system responds to changes quickly yet calmly.

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.

Skoda is ahead of the mainstream pack, offering a seven-year, unlimited kilometre warranty, which is two years up on the majority of the Karoq's competitors.

Roadside Assist is complimentary for the first year, renewed annually if you have your Karoq serviced at an authorised Skoda dealer.

The main service interval is 12 months/15,000km, which is in line with most of the competition, and Skoda offers a seven-year service pack for $2750, or $393 per workshop visit, which is competitive with much of the segment but some way off the Toyota RAV4 non-hybrid at $215 per service on a capped-price deal.

On top of that, through Skoda Choice you can opt for a Guaranteed Future Value offer ranging up to five years, with variable deposit and finance currently at a 6.99 per cent rate.

At the end of the term you can trade-in for a new Skoda, pay out the balloon amount and keep the car or simply hand it back.

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.