Volvo XC40 vs MG HS

What's the difference?

The Volvo XC40 Recharge Twin Motor is a cute small electric SUV that offers a decent specs list and a sweet urban driving experience. It’s not the nicest ride on a longer journey but it does have a decent range to be able to tackle one, if needed. I didn’t love the interior design but there’s lots the XC40 gets right.

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.

The XC40 Recharge sees some design changes from its fuel-based counterparts and that’s mainly seen in the front because you get a body-coloured panel instead of a standard grille. The 20-inch alloys feature a chunkier-looking design but the front still boasts the cool ‘Hammer of Thor’ headlights (which I'm rather fond of).

The interior is where the electric powertrain loses me because the fuel-based equivalent is so much nicer inside with its leather-accented upholstery and trims.

It's lovely that there has been a conscious effort to use recycled materials and non-leather upholstery throughout but I'm left with the strange-feeling that synthetic seats don’t reflect the grade or price level of this car. 

Other than the cool-looking topography inserts on the dash and front doors and the 9.0-inch vertical multimedia system, it’s pleasant but a little basic in the cabin. Which is shame because the exterior is cute as hell.

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.

Front passengers enjoy the most space and I have plenty of head- and legroom up front. It’s a really easy car to get in and out of and the individual storage is very good for the class. 

Front passengers enjoy a glove box, middle console with a removeable bin, two cupholders, utility tray and skinny drink bottle holders in the storage bins in the doors.

In the rear, passengers get map pockets on the backs of the front seats, two cupholders in the fold-down armrest and small storage bins in each door.

The synthetic leather-trimmed seats look neat and tidy but are very hard in the cushion, which makes them a tad uncomfortable on longer trips. The rear seats are much the same.

Charging options throughout the car are good with the front enjoying a 12-volt port, two USB-C sockets and a wireless charging pad to choose from. The rear also gets two USB-C ports and there's another 12-volt outlet in the boot.

The rest of the technology is easy to use once you spend some time with it. The 9.0-inch touchscreen multimedia system features built-in Google Maps, Assistant and Play Store apps, as well as, YouTube.

The 12.0-inch digital instrument panel isn’t customisable but I like the way it pulls through the satellite navigation screen and directions.  

Because of the dual-motor powertrain, your boot capacity drops to 419L from 452L for the single-motor variant. It is large enough for my grocery shop and random errands and you can fold the floor up to create a deep storage well for additional space. Fold the 60/40 split-folding rear seat and available space expands to 1295 litres.

I don’t like the hardened cargo liner, it feels and looks a little cheap, but I do like the powered tailgate. There’s also handy frunk storage of 31L, which is perfectly sized for any charging cables you will have.

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 XC40 Recharge Twin Motor features two electric motors which are powered by a large 82kWh lithium-ion battery and produce a combined power output of 300kW and 670Nm of torque.

Which is downright fun because it can do a 0-100km/h sprint in just 4.8-seconds!

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.

The official energy consumption figure is 19kWh/100km and I averaged 19.2kWh over a fair mix of urban and open-road driving. The energy consumption isn't bad but some rivals do sit closer to that 16.5kWh mark.

The official driving range is up to 485km for this model but I only ever saw a top range of 410km. That's not terribly surprising given I wasn't shy with the power use but there was a little bit of range anxiety on longer trips.

The XC40 Recharge Twin Motor has a Type 2 CCS charging port which means you can benefit from faster charging speeds. On an 11kW AC charger you can go from 0-100 per cent in eight hours but on a standard three-pin house plug socket expect that wait time to go up significantly.

On a DC fast charger expect to go from 10-80 per cent in as little as 33-minutes.

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.

Like the Polestar 2 there’s no ignition button on the XC40. You shift into drive to ‘turn on’ and after you park, you simply get out to turn it off. It takes a little while to get used to but it’s a cool feature. 

The twin motors deliver a hefty kick and you never worry about not having ‘enough power’. In the city it’s zippy but on the open-road you also feel comfortable getting up to speed or overtaking because the power distribution is so well-balanced because it’s an AWD.

I customised my steering wheel ‘feel’ to firm and it makes the handling crisp and direct. You feel like you’re in total control whenever you have to tackle be it tight streets or small car parks.

The blind-spot visibility is compromised by how wide the B and C-pillars are and I find that I'm relying a lot more on the blind-spot monitoring system to compensate.

The XC40 loses a few points for me in terms of ride comfort. As mentioned, the seats aren't terribly comfortable but the suspension is hard enough that you notice every bump, as well.

Road noise is also quite pronounced and it doesn’t sound refined when you drive at higher speeds, which is a shame. The flip-side, though, is that you don’t notice those things as much on short, urban trips.

The standard regen braking isn’t customisable and you don’t notice it until you switch over to a 'one-pedal' function. I found this function uncomfortable to use as it’s very aggressive and creates a jerky driving experience. 

Because of its 4440mm length and tiny 11m turning circle, you won’t struggle in a car park! The 360-degree view camera system and front and rear parking sensors make it easy to navigate a tight spot.

This is a joy to park. It’s so easy.

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.

The ongoing costs are pretty solid with the XC40 coming with a usual five-year/ unlimited warranty term but the drive battery is covered for eight years/160,000km.

You can pre-purchase a five-year/150,000km servicing program for a flat $3000 or an average of $600 per service, which is a bit expensive for the class. Servicing intervals are great at every two-years or 30,000km, whichever occurs first.

You get complimentary roadside assistance for five-years through Assist Australia and if you meet certain criteria, you can extend that by a further three years, which is handy.

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.