MG EHS plug-in hybrid: our real consumption measurements

The MG EHS is the only plug-in hybrid proposal in the Chinese manufacturer's lineup. If this first attempt is not a masterstroke, this SUV deserves to linger in order to offer an alternative with an interesting price/quality ratio.

Wanting to make life easier for motorists in the midst of energy transition, plug-in hybrid technology is proving to be more complex to use. To disentangle the true from the false, we decided to launch a new format and sift through several models in the segment. We have thus developed a fixed protocol for each of them in order to measure and compare their actual consumption, but also to analyze their hybrid system. Here is the summary of our different courses that we detail on our dedicated page:

Presentation of the MG EHS

The MG EHS data sheet

The MG EHS is based on the brand's SSA platform, closely derived from that of the SsangYong Korando. To control its prices, the SUV also makes recovery under the hood and takes over an old General Motor block. It is a 4-cylinder 1.5 l petrol engine with 161 hp and 250 Nm of torque. The 122 hp and 230 Nm engine is also installed in the gearbox.

This hybrid tandem of 258 hp in total ultimately has nothing very exotic in form. On the other hand, the MG EHS plays the card of singularity with an astonishing ten-speed automatic gearbox. It is actually two half-boxes, with six gears dedicated to the combustion engine and four gears for the electric motor. At the rear of the car is a large 16.6 kWh CATL battery. The usable capacity is not specified by the manufacturer, but it is in fact more generous than that of most competing SUVs.

Official consumption and autonomy

The EHS is faithful to the measures of the WLTP cycle. From the first lines of its presentation, it highlights its electric range of 52 km, regardless of the version among the two Comfort and Luxury trim levels offered.

On the consumption side, he admits an approved average of 1.8 l/100 km for 43 g/km of CO2. It's a bit more than the competition, but it still stays safe from the hammer of the administration.

Charging the MG EHS

Despite a generously sized battery, the SUV sticks to a conventional 3.7kW AC charger. It is therefore necessary to count on 4 h 30 of immobilization for a complete recharge with the best of the configurations.

The MG EHS also does the minimum service since it does not offer a charging scheduler, while the hatch is not the most welcoming in the absence of information lights on the state of the charge. There's a Type 2 plug, and that's it.

The driving modes analyzed

EHS is just as simple with its hybrid settings. There are therefore only three configurations available, but its vision of management is unique. For him, it's all about the battery charge level with the modes:

Outside temperature and air conditioning

Our trial took place at the end of last fall. On the long-distance journey, the outside temperature was 16°C. For our measurement loops carried out at night, the thermometer always indicated nearly 10°C, especially when measuring 100% electric range. In the latter case, we set the air conditioning to 20°C, compared to 22°C during the long-distance journey.

Our measures

Auto “full battery” mode: 6.9 l/100 km

The MG EHS therefore chooses a less conventional approach with its management of the plug-in hybrid system and prefers an operation quite similar to that of a conventional hybrid vehicle. But it is not as rigorous as the management adopted by the Hyundai Tucson Plug-in for example and leaves a little more leeway by drawing from the available load.

On arrival, the Chinese SUV thus consumed only 16% of the battery (99% charge at the start, 83% on arrival), for an average consumption of 6.9 l/100 km. It therefore allows you to keep enough charge for long journeys, although consumption is not necessarily optimized.

It was on the road that the pressure drop was the least significant (4% less), as was the electrical consumption (0.9 kWh/100 km), for an intermediate value of 6.2 l/100 km of lead-free. On the motorway, the times were very greedy (5% less load after two accelerations!), But to the greatest benefit of the chrono with a 80-120 km/h measured in 5.75 s. On the other hand, its regulator prefers smoothness with an automatic 0-100 km / h at the toll exit in 1′15″56.

On our route in the city, the SUV expects a consumption of 5.4 l / 100 km and 2.6 kWh / 100 km. Enough to make him lose another 6% charge without trying to recover them. But this result is partly due to its configuration: the internal combustion engine systematically takes over from 40 km/h. And impossible to relieve the rhythm of the cylinders by lifting the foot: it will necessarily go under 20 km / h, or even stop completely, to reactivate the electric motor.

Auto “empty battery” mode: 7.6 l/100 km

If the battery base has not been communicated by the manufacturer, the “empty battery” mode proves to be sufficient to still authorize electric evolutions up to 40 km / h, even at the end of an urban loop. Battery empty, electrical consumption is not impossible in order to limit overconsumption since the MG EHS recharges quickly: after 34 km of secondary roads (6.5 l/100 km), the SUV has gained 3% charge for 1 km of 'autonomy.

On other, more power-hungry terrain, the system tops up the battery as best it can to keep 1% charge remaining on the display at all times. If the autonomy is nil, the load makes it possible to maintain the same level of performance (the recoveries were similar) and not to leave the heat engine alone at the controls for too long. Otherwise, the battery charge is reduced and the battery symbol on the dashboard turns orange. In this case, the 80-120 km/h loses 0.3 s.

In the end, consumption in this driving pattern rose to 7.6 l/100 km, or 10.15% more than with a full battery.

High Battery Mode: 7.8 L/100 km

Battery at 72%, we have chosen to maintain a high level of charge, i.e. a threshold of 75% defined by the system. Recharging was quick and efficient on the road, where the EHS supplies the battery, up to 30-35% load on the accelerator according to the Power Gauge. This dual operation therefore increases consumption to 6.9 l/100 km on the road.

The SUV also allows itself a few liberties on the highway to stay below the 10 l/100 km mark (an average of 9.7 l/100 km noted), to the detriment of the available load which, however, does not tumble below the 72% at the end of the serving. On the other hand, it is in town that it makes up for it, by lighting its heat engine even when stationary to reach its objective as quickly as possible. In the end, it crosses the finish line with 74% remaining charge and an average consumption of 7.8 l/100 km over the entire journey.

Real range in EV mode: 53 km

In 100% electric mode, the MG EHS exceeded its WLTP value and its forecast (52 km range with 100% battery). It was thus possible to cover 53.4 km in this operating mode. But to obtain this result, it was necessary to subtract the interventions of the 4 cylinders.

Because by wanting to save money, the SUV does without additional heating and therefore uses its heat engine to maintain the defined interior temperature. Thus, the engine ignited six times for a total of 4 km on this journey of 57.4 km exactly. But it's not so much its thermal jolts as its behavior that bothers: because once turned on, the gasoline engine does not automatically shut off. You must then press the EV button on the center console again and again to switch back to electric mode as soon as possible. Sometimes it's quick, other times not.

Also note that the MG EHS does not offer B mode to improve its efficiency. On the other hand, the automatic engine brake is quite powerful in its original configuration, especially when the load level drops below 75% or when the slowdowns are a little more consistent. Note also that the friction braking system never affects the regeneration power displayed on the instrumentation.

Long distance: continuous hybrid operation

A last-minute guest in our comparison, the MG EHS was only able to make one long-distance trip. For logistical reasons, it was therefore impossible for us to measure its full battery consumption and its charge level at the end of a 450 km journey. While we quickly realized its logic in terms of management, we therefore made the choice to carry out the route to the capital according to the “empty battery” Auto mode scenario.

But from the start, the tandem decided to recharge the battery. So much so that it regained 10% charge and 5 km of autonomy over a distance of 100 km, without ever falling below this threshold. Almost halfway, at the end of the national portion, the SUV posted an average of 7.8 l / 100 km, with at this time 14% charge and 7 km of autonomy. The appetite then increased to 8.3/100 km on the highway, to end up with a total average of 8.1 l/100 km over 450 km of travel. When we arrived, the battery also had 23% charge for 12 km of autonomy. If we made the choice to continue our journey on the sole strength of the electric motor, the average would then have fallen to 7.88 l/100 km.

Actual consumption and tank: an average difference of 0.20 l/100 km

Of the three tank upgrades we performed, the MG EHS showed an average discrepancy of 0.2L/100km between the dash display and the actual amount of fuel consumed. Either a difference in the acceptable average of a car.

Tank side, the MG EHS pulls short since it only carries 37 liters of volume. This is below the average for the category which, with slightly higher fuel consumption, limits its versatility. It will be necessary to think of going to the pump around the 400 km. If we ended our ride on gas fumes with the Tucson, we were forced to refuel on the road with the EHS. And when you see the gas prices charged by stations on the highway...

On the road, what does it look like?

Steering wheel in hand, the MG EHS is perfectly up to the standards of the segment. It is not as incisive as the unattainable Peugeot 3008 Hybrid on the exercise of dynamic behavior, but it does not blush in the face of generalist competitors. Rather stable in most situations, it is reassuring. As long as you don't ask too much of the front axle, which is quickly saturated on tight turns (in its defense, we had snow tires on this test model).

Especially since the sticky steering isn't the liveliest for hurtling down cornering roads as quickly as possible. Especially since passengers tend to be swayed due to seats that lack support on the upper part of the backrest. Too bad, because the maintenance of the body, it turns out to be pleasant, without degrading the general comfort. Except on certain undulations where the damping will be drier.

Driving pleasure is also there with its exotic transmission, where the pinions manage each other to compensate for the slowness of the gear changes: the electric motor and its gearbox take care of moving the car forward while the another system disengages, and vice versa. But the system is sometimes hesitant, especially around 70 km / h where a hole in acceleration is felt. In terms of pleasure, the driving experience on the reliefs is more convincing than on board the Renault Captur e-Tech Plug-In.

Behind its consensual styling hides a well-executed cabin that challenges prejudices about Chinese cars. The exception does not make the rule, it is a fact, but the EHS testifies to the ambitions of the brand in this area. The presentation is traditional, but the perceived quality and finish are particularly pleasant. As long as you don't play too much with the 10.1-inch central screen, which has a rather slow system. If the 360 ​​° camera starts up quickly to facilitate maneuvers, the definition leaves something to be desired in this universe where the inspirations of a few premium German vehicles are not uncommon. Nothing to say on the other hand in terms of habitability. With reclining backrest, the rear seats are comfortable and the trunk has a volume of 448 litres.

MG EHS, the balance sheet

Intended to evolve in the shadow of the references of the segment, the rechargeable hybrid MG EHS undoubtedly deserves that one is interested in it. The consumption of its 4 cylinders is a little higher than among competitors and therefore increases the direct cost of use. Especially since its hybrid operation, halfway between that of a Peugeot 3008 and a Hyundai Tucson, does not really allow it to optimize its appetite. Conversely, it rarely works with an empty battery during long journeys and will always offer a capital of autonomy to reduce the average when approaching the final destination.

And if its entry price shaves the ground (at least compared to competitors), it is not a low-cost plug-in hybrid SUV: comfort on board and quality of finish meet the usual standards of equivalent European vehicles . The equipment is also rather complete, so that only the red color and upholstery remain in the catalog of options in high-end finish.

With a starting price of €33,700, barely more than the much less habitable Renault Captur e-Tech, the MG EHS imposes some concessions. Recharging will not be the fastest or even configurable, whereas in winter, it will be impossible to do a whole course in EV mode (unless you choose to drive with gloves, hats and scarf).