MG ZS Review 2026

Ever since the MG brand was saved from the brink of oblivion by Chinese investment back in the early noughties, its brief has been clear: Build dull-but-capable hatchbacks and SUVs, and sell them for a bargain price. That was until a couple of years ago, however, with newer models having several attractions beyond just their cheapness. Read our comprehensive MG ZS review to find out how good this small SUV is.

This tactic has seen MG gradually build itself back up to relevance and prosperity in the UK, and now that prosperity has been achieved, the brand can afford to be a bit more ambitious. It’s even taken the bold step of launching an all-electric two-seater convertible sports car halo model in the shape of the MG Cyberster as a statement of intent.

The latest-generation MG ZS SUV is representative of this new age of MG. This is a firm that now makes cars that look good, have impressive levels of quality, are pleasant to drive and have up-to-the-minute tech.

The ZS demonstrates all of that while maintaining the low prices, the generous kit levels, the impressive practicality, the excellent warranty and the lots-of-metal-for-the-money appeal. It’s a very compelling proposition overall.

MG’s been wise to bolster the ZS’s virtues because almost every manufacturer seems to be entering the small SUV arena right now, so alternatives are numerous. Of particular note are the daringly styled Hyundai Kona and the revamped Renault Captur.

Like the ZS, they are available in hybrid SUV format, particularly appealing to those who wish to reduce running costs but where circumstances aren’t right for them to go fully electric.

Hybridisation isn’t part of the SEAT Arona’s arsenal but it is a very good value compact crossover alternative, with impressive fuel efficiency even without electrical assistance.

Running costs are fairly low thanks to the MG ZS’s Hybrid+ system that does a thoroughly decent job on both performance and economy: even its refinement is pretty good if you’re gentle with it. The pure petrol version of the ZS is rather thirstier, and performance isn't as good, but the purchase price is even more eye-rubbingly tempting.

It’s an entertaining car to drive, too, although comfort levels could be better. You’ll also be baffled as to why there’s no reach adjustment on the steering column, for instance. We know we are. 

It’s not perfect, then, but there are a great many reasons to like the MG ZS, and if you’re looking for a smart and appealing family SUV for a bargain price, then you should certainly consider it.

Compact SUVs like the MG ZS are often used as family runabouts, and as such, you’d expect comfort to be the focus. However, it seems that’s not the route MG’s has taken here.

The suspension feels firm, giving good body control and keeping the car feeling flat through bends, and things stay settled and stable on undulating roads and on the motorway, too. What’s more, the steering is quick, which contributes to the nimble feel of the car.

The levels of grip and traction you feel aren’t enormous, and you’ll find it pretty easy to spin the front tyres when pulling away, but the car always feels safe and secure nevertheless.

The firmness of the suspension does have a negative impact on comfort levels, however. It'd be too harsh to call the car uncomfortable, but it’s still true that a number of rival SUVs are more cosseting and relaxed.

You might also notice a strange quirk with that quick steering, too. It’s extremely light when you’re manoeuvring at very low speeds, but once you hit 5mph or so, it suddenly gets way heavier, which feels a little odd. Once that’s out of the way, though, the steering is actually really satisfying, with a meaty feel, fast responses and even some proper feedback.

There are two powertrains on offer in the MG ZS, but so far, we've only had the chance to try one of them. It's a self-charging hybrid system, the same one used in the MG3 Hybrid+, pairing a non-turbo 1.5-litre petrol engine with an electric motor, delivering a combined 196PS to the front wheels through a three-speed automatic gearbox.

Like with the MG3, the off-the-mark acceleration has a similar quality to that you get from an electric car when driving at low-to-moderate speeds. It feels eager and unbroken when building speed, giving a pleasantly peppy feel around town.

When you’re going a bit faster, or when the battery charge runs too low, the petrol engine cuts in, either to charge the battery through the on-board generator, or to drive the wheels directly. This all happens fairly imperceptibly, provided that you’re gentle with your throttle inputs.

If you need more pace, pushing the pedal harder makes both power sources drive the wheels simultaneously and this makes the level of acceleration feel quite a bit stronger. When worked to its maximum, the ZS’s powertrain can propel it from 0-62mph in 8.7 seconds.

That’s a wee bit slower than the MG3’s equivalent time of 8.0 seconds and the other difference is that the engine is a bit noisier at full throttle in the ZS. Both factors are likely down to the fact that it weighs a bit more than the 3, meaning the engine has to work harder for less return.

Although the engine gives off a thrashy noise, it’s not too loud. The system stays quiet and subdued if you keep your accelerator inputs more subtle, and stays nice and distant when you’re cruising on the motorway.

Road noise has a greater detrimental effect on your peace, unfortunately. The tyres rumble away even at moderate speeds, and once you get up to the motorway limit, the rumble turns into a roar. That undermines the MG ZS’s ability as a long-distance cruiser.

The other powertrain on offer is a pure petrol option, Again, this uses a naturally aspirated 1.5-litre petrol engine, but with no electric motor to back it up, the power output stands at just 115PS. We haven't tried it yet, so we can't tell you what it's like, but it doesn't look awfully quick on paper: the 0-62mph dash takes 12.5 seconds, considerably slower than the hybrid (8.7 seconds). It is a couple of grand cheaper to buy, though, by way of compensation.

The previous version of the MG ZS only scored three out of five stars when it was crash-tested by Euro NCAP way back in 2017. However, the latest car is mechanically very different from its predecessor. It's been tested by Euro NCAP in hybrid form, and it scored four out of five stars, a big improvement given the fact that the testing standards are much tougher these days. However, it's not entirely clear whether this rating applies to the petrol-only version of the car as well.

As standard, the ZS comes with MG Pilot, which is the company’s name for its extensive suite of electric driver aids. This includes adaptive cruise control, forward collision warning with active emergency braking, blind spot detection, lane departure warning, lane keep assist, lane change assist, intelligent speed limit assist, rear cross traffic alert, and driver attention alert. 

MG has tried to keep the weight down on the ZS. That has benefits in a number of areas including performance, handling and economy but not with towing. Regardless of whether your trailer is braked or not, you can only pull a maximum of 500kg, which isn’t very much at all.

MG refers to the ZS as a B-segment model, which is industry jargon that puts it in a segment with SUVs that also contains the likes of the Nissan Juke. However, the ZS sits very much at the larger end of the scale and is a bigger car than most of its rivals.

In terms of dimensions, it measures 4,430mm long, 1,818mm wide (not including door mirrors) and 1,635mm tall, while the wheelbase (the distance between the front- and rear wheels) is 2,610mm.

That additional size means that there’s a relatively generous amount of space inside the MG ZS compared to in its pint-sized rivals. There’s loads of room up front and the rear seats have more than enough headroom and legroom to comfortably seat a pair of tall adults.

Things become tighter if you try to squeeze in a third, because the cabin is a bit too narrow to do that comfortably, and so is the middle seat of the rear bench. However, the low transmission tunnel in the floor means there’s ample foot space.

The boot capacity is given at 443 litres, regardless of whether you go for the hybrid ZS or the petrol-only version, which is actually five litres smaller than in the previous MG ZS. However, that figure is still reasonably competitive by class standards. 

The rear seats fold down in a 60/40 split, which is better than the awkward single-piece rear-seat backrest you get in the MG3 small hatchback, freeing-up 1,457 litres of cargo space. That’s 82 litres more than you got in the old ZS, and in addition, you get a movable boot floor that helps level off both the load lip and the step to the folded seatbacks.

Neither is levelled off totally, though, and those seatbacks lie at an angle, leaving you with a significant slope in your extended load area.

There’s a fairly glaring omission from the ZS’s otherwise impressive standard equipment list, though: you only get tilt adjustment for the steering column. That lack of reach adjustment will inevitably make it difficult for some drivers to find a comfortable driving position.

It’s a baffling oversight, especially when all versions get extensive six-way adjustment for the driver’s seat, that adjustment being manual in the SE and electrical in the Trophy.

Look at the impressively low price of the MG ZS, and you might expect it to feel rather cheap on the inside. If that’s the case, you might well be pleasantly surprised.

Yes, there are a few areas in which the plastics look rather functional, but these are the exception rather than the rule. Most of the materials in your immediate eyeline have an appealing-looking finish, and they’re just as nice for your fingertips.

One particularly nice touch is the stitched faux-leather finish on top of the dashboard and doors. It’s fair to say that the assembly probably isn’t quite as sturdy as it is in the very best rivals, so the MG ZS doesn’t feel quite as substantial overall, but the build quality is still very convincing.

All versions of the MG ZS have the same 12.3-inch infotainment screen in the middle of the dashboard. The system supports all the functionality you expect, including DAB radio, Bluetooth, satellite navigation, Apple CarPlay and Android Auto.

The stereo has six speakers and there are four USB ports, including one in the back seats and one in the rearview mirror for powering a dashcam.

Infotainment has previously been something of a weak point for MG but the system in the ZS is a considerable improvement over what’s gone before.

For starters, it looks better, with a bigger, glossier screen and sharper graphics, while usability has also improved thanks to a useful Home screen with tiles for various functions through which you can make basic changes to that function without delving into the corresponding submenu.

Okay, so it’s not perfect, with some important functions still buried rather too deeply within the menu structure, and screen sensitivity could be better.

There’s also a 7.0-inch digital instrument screen behind the steering wheel, which can be configured in a number of different layouts. However, it’s only the information in the middle of the screen that changes, and that’s data that’s not particularly useful to the driver. All the important stuff is displayed around the outside of the screen, and it’s smaller than it should be.

If you can live with the non-hybrid version of the MG ZS, then prices start at a smidge over £20,000. That's absolutely incredible value for money considering the size and generous spec of this car. Even if you must have the hybrid, prices start at less than £23,000, and even the top-spec hybrid Trophy only just trickles over the £25,000. Throughout the range, then, the value on offer is exceptional.

You can save a wee bit by buying used - we've seen entry-level hybrids from 2024 with around 10,000 miles on the clock on offer for around £17,000 - but the car is so cheap when brand new that the savings are comparatively small.

The MG ZS’s Hybrid+ system has a larger battery (1.83 kWh) than in most self-charging hybrids, so it can run around on electric-only power for a good slice of the time at low urban speeds, although for nowhere near as long as a plug-in hybrid would. 

The official Combined WLTP fuel economy figure is given at 55.4mpg, while CO2 emissions stand at 115g/km. Those numbers aren’t quite as impressive as those posted by hybrid-powered rivals such as the Renault Captur and Toyota Yaris Cross but they’re better than those you get from non-hybrid competitors

The non-hybrid ZS is, predictably, less efficient, but it does look rather thirsty, with a WLTP combined figure of 43.5mpg.

Whichever powertrain you choose, you’ll have to pay to get your car serviced every 12 months or 15,000 miles. Happily, though, you also get a really good warranty of seven years or 80,000 miles, whichever expires first.

All MG ZSs are laible for the same flat rate of VED road tax, currently charged at £195 per year. No version is anywhere near expensive enough to be troubled by the very steep 'luxury car surcharge', thankfully.

There are two trim levels to choose from with the MG ZS, SE and Trophy.

The MG ZS SE is the entry-level one yet despite that, it’s still very well equipped, especially given the price. The standard roster includes:

• 17-inch alloy wheels
• automatic LED exterior lights
• automatic wipers
• keyless entry
• all-round electric windows
• heated- and electrically adjustable door mirrors
• rear parking sensors
• reversing camera
• climate control air-conditioning

Despite that healthy level of kit, the majority of customers usually pay extra to upgrade to the MG ZS Trophy. This top-of-the-range version gets quite a few desirable upgrades, including:

• 18-inch alloys
• an electrically adjusting driver’s seat
• lumbar adjustment
• man-made-leather upholstery
• heated front seats
• heated steering wheel
• power folding door mirrors
• 360-degree cameras

That’s the extent of the decisions you have to make. Once you’ve chosen your trim level and paint colour — there’s one standard hue and five more that you pay extra for — there are no more optional extras on offer. Nice and simple.