MG HS Super Hybrid 1000km attempt

Well, it seemed like a good idea at the time.

Take the MG HS Super Hybrid SUV for a few months, it seemed a great opportunity to put a cornerstone plug-in hybrid electric vehicle claim to the test.

But can it really do 1000km without a recharge or refuel? MG certainly reckons it can, and it’s not alone among the Chinese PHEV makers in saying that about its PHEV SUV.

In fact, as reported here and here there’s a bit of a blue between them about the Super Hybrid name and the technology behind it.

Fine, let them all complain about each other; we’ll just go for a drive and analyse the real-world data.

At first glance, very little separates the various Super Hybrids from Chery, Jaecoo, Omoda (the trio are all one company), BYD, Geely, Haval, Leapmotor, and MG.

From one to the other, here are some technical differences. The petrol engine isn’t necessarily turbocharged; some run on 91 RON fuel, and some need 95 RON. Maybe the battery only recharges AC in some, while it will DC fast charge in others.

Maybe there are three e-motors because there is an all-wheel drive option.

Roughly 100km of EV cruising range and more than 1000km combined from the petrol tank is the generally forecast outcome, and also what then denotes the ‘super hybrid’ name. Regular PHEVs generally do 50-80km.

But we’re talking about the MG HS SH right here, which combines a 1.5-litre turbo-petrol engine with two e-motors, one that helps drive the front wheels and another that focusses on recharging the 24.7kWh lithium-ion LFP (read: iron phosphate) battery pack.

What makes the HS really different (according to MG) is the way its software has been tuned to suit Australian driving conditions. Essentially, electricity is employed as much as possible at lower speeds, and the petrol engine chimes in as speeds rise.

Frustratingly, though, MG has been unwilling to cough up much in the way of detail about either the hardware or software involved in all this, despite repeated requests. It’s a strange policy.

The MG also stands out because of its price. This is the upper-spec Essence model grade, and that’s $54,990 drive-away. It’s pretty expensive compared to some others in the category, such as the $39,990 drive-away Chery Tiggo 7 SH and the $37,490 plus on-road costs Geely Starry EM-I. Both of which are very efficient.

It’s pretty simple, really. Drive until the fuel runs out. Well, not quite. We’re actually being guided by what the owner’s manual says about the fuel gauge:

“The warning lamp illuminates when the fuel remaining in the fuel tank is low. If possible, please refuel before the low fuel warning lamp illuminates.”

The refuelling will happen as soon as possible after the lamp illuminates.

The MG HS is being driven as a hybrid throughout this test, so both the petrol engine and e-motors will be contributing from start to finish in some form. It will give the ‘Aussie-specific’ software the chance to show us its stuff.

Drive mode is set to normal, and brake regen is wound up to the higher of two levels.

The driving route heads from the starting point south-east of Melbourne around the coast south east, tracing highways, byways, and backroads past Wilsons Promontory and 90 Mile Beach as far as Sale, Gippsland South.

From there, it’s back toward Melbourne on a similarly varied combination of major arterials and minor connector roads.

Later on, there will be some improvisations depending on how the estimated range is tracking. But for now, it’s all about getting some kilometres under the wheels.

Our drive begins with 1047km worth of fuel range stuffed into the 55-litre tank and 127km EV range with the battery charge rated at 90 per cent. At least that’s what the trip computer says.

The MG tours comfortably on separated roads past the old Holden (now VinFast and possibly GWM in the future) proving ground at Lang Lang and the delights of Phillip Island, bringing up 100km travelled at the Wonthaggi state coal mine.

It’s now a tourist site with solar panels parked on the front lawn.

Being Victoria, a pale blue sky is soon eclipsed by dark clouds. The rain arrives and starts battering down as the MG is parked for a photo opportunity by a paddock full of wind turbines swishing quietly away.

The HS has impressed so far, feeling quietly resolved and well-tuned in its ride comfort. Of course, it’s much better once the constantly binging-bonging speed limit monitor is turned off… a task that sadly has to be done every time the car is started.

Other systems such as driver monitoring and lane keeping are actually quite unobtrusive and don’t demand constant attention. So that’s definitely progress from MGs of yore.

By the time the 200km milestone is reached near the pretty town of Foster, the petrol range is predicted at 748km and the EV range at 24km. So we’ve fallen behind the 1000km ambition.

There’s a symbolic moment when the MG is parked next to a rusting engine-less Toyota LandCruiser 60 Series wagon on the roadside. Only weeks after this drive, Toyota Australia previewed its first petrol-electric LandCruiser 300 Series. Past, present, future.

While the weather’s cleared, there’s a lot of water running off the searingly green paddocks and straight across the road. There are a couple of slips and slides as a result. Aquaplaning is no fun and it certainly grabs the attention.

But it’s the fuel and battery charge gauges that are more often preoccupying me.

As 300km is reached, the battery has essentially depleted, from this point never showing more than a few kilometres of range stored. Still, it’s lasted around three times as long as it would if the car had set off in EV mode. In that mode, around 100km is the limit.

That doesn’t mean reliance on petrol alone from this point. The system works hard to constantly scavenge charge back into the battery so the e-motor can drive the front wheels.

Cruising on a country highway at 100km/h speeds, the engine revs at around 1900-2100rpm, all very much unobtrusively in the background.

Then it will suddenly boot up to 2800rpm, looking to add battery charge. It’s then more obvious, but still in an understated way.

MG’s Super Hybrid SUV actively claws back range whenever you lift off the accelerator pedal and/or brake is involved. Despite the regenerative braking never feeling strong, it’s actually doing a very good job.

At 400km completed, the fuel range is forecasting 485km distance to empty, while the battery charge hovers between 6-8km. The fuel consumption average is running at 5.3 L/100km and electricity consumption at 4.0 kWh/100km. Both reasonable figures.

Nevertheless, the 1000km target is now looking dicey.

If you’re interested, we’ve broken down the consumption numbers by each 100km section at the bottom of this story. Hypermilers rejoice!

By now, the MG HS Super Hybrid SUV has been turned west back toward Melbourne. It’s really quite astonishing how well it is looking after me. The seat is comfy, the cabin is quiet, the panoramic sunroof is shielded by the powered inner cover (handy, because the sun is back out now), and the driving behaviour is nicely controlled.

There is some roar from the tyres but only on coarse bitumen.

There’s no shortage of response from the powertrain at any speed. The e-motor gives us swift, silent tip-in throttle acceleration, and the petrol engine provides plenty of mid-range and top-end assistance for passing and hill climbing.

Sure, there’s some wheelspin at times under solid throttle pressure, but the HS Super Hybrid is displaying commendable manners overall.

After some time on the Princes Freeway, it’s back on to more enjoyable roads through the Strzelecki Ranges on what’s known as the Grand Ridge Road.

Thousands of people see these hills to their south as they cruise on the Princes Freeway. They’ll get where they are going sooner, but they won’t be enjoying it as much, let me tell you!

It’s a lovely and quite challenging drive, and the Super Hybrid is dealing with the twisting, turning road better than expected.

Okay, it’s not an especially engaging car to drive. For instance, the hybrid transmission is apparently meant to simulate a nine-speed auto (but is actually a two-speed unit) and behaves like a CVT. But there’s a secure behaviour that makes the driver feel comfortable, generally speaking.

As the tripmeter ticks through 500km the fuel gauge dips to 383km. The battery charge is zero. Only a fundamental reversal of the basic consumption trend can now possibly drag 1000km back within reach.

For a little while, as twilight descends, it looks like this might be a long night’s driving.

Across the winding roads of western Gippsland behind Grantville, there is lots of lifting and braking. Lots of opportunity for electricity to be stored back into the battery. As a result, the fuel gauge number diminishes slowly, glacially even.

But after sunset – call it dark basically – with photography at Coronet Bay, it’s a long freeway run at a steady 105km/h indicated, and the consumption rate ramps up again. And for the record, the LED headlights are only passable. Please upgrade them MG.

By the time outer suburban Melbourne is reached, just 179km is left on the fuel gauge.

But then a sequence of traffic lights and slower 80km/h driving starts growing the range again. To 187km by the time the Monash Freeway is reached with 700km under our wheels.

We’re going to be out here all night!

But now comes a long freeway run southward toward our destination, and consumption is steepling on the open road. At the southern end of the Mornington Peninsula, the MG HS family SUV is peeled off the freeway to climb steep and winding Arthurs Seat.

Shortly afterwards, the fuel lamp illuminates with 77km left on the gauge. That’s the formal permission to soon stop driving, refuel, and call it a day.

By the time the MG is pulled up at the bowser, the trip meter is at 809km and the forecast range is 66km. The drive has taken 12 hours and one minute at an average speed of 67km/h.

The bowser clicks off at 49.95 litres, which equates to an average of 6.174 litres per 100km.

That’s a bit more than the tripmeter’s 5.9 L/100km estimate, but it’s still pretty impressive for a 4670mm family SUV that weighs in at 1820kg (tare) before anyone or anything is plonked inside.

And despite falling nearly 200km short of our target (admittedly with fuel still in the tank), this exercise is actually strong evidence the MG HS Super Hybrid could do 1000km between a recharge and a refuel.

It would have to be in the right circumstances, though, where its excellent battery-replenishing abilities could be fully exploited.

So that’s a lot of stop-start traffic and relatively low-speed running we’re talking about. What most people do most of the time.

And beyond the powertrain, the good news is the MG HS Super Hybrid is a thoroughly competent vehicle. It does all the basics of driving and accommodating people correctly.

Even if it does fall short of our target, 800km in a day is a sizeable achievement. The MG did it well.

Petrol range start-finish: 1047km – 861km
Battery range start-finish: 127km – 81km
Fuel consumption: 4.2L/100km
Electricity consumption: 6.9kWh/100km
Speed average: 70km/h

Petrol range start-finish: 861km-748km
Battery range start-finish: 81km-24km
Fuel consumption: 4.3L/100km
Electricity consumption: 7.2kWh/100km
Speed average: 67km/h

Petrol range start-finish: 748km-647km
Battery range start-finish: 24km-8km
Fuel consumption: 4.8L/100km
Electricity consumption: 5.4kWh/100km
Speed average: 67km/h

Petrol range start-finish: 647km-485km
Battery range start-finish: 8km-6km
Fuel consumption: 5.3L/100km
Electricity consumption: 4.0kWh/100km
Speed average: 66km/h

Petrol range start-finish: 485km-383km
Battery range start-finish: 6km-0km
Fuel consumption: 5.5L/100km
Electricity consumption: 3.3kWh/100km
Speed average: 67km/h

Petrol range start-finish: 383km-240km
Battery range start-finish: 0km-5km
Fuel consumption: 5.9L/100km
Electricity consumption: 2.4kWh/100km
Speed average: 67km/h

Petrol range start-finish: 240km-187km
Battery range start-finish: 5km-0km
Fuel consumption: 5.9L/100km
Electricity consumption: 2.2kWh/100km
Speed average: 67km/h

Petrol range start-finish: 186km-66km
Battery range start-finish: 0km-4km
Fuel consumption: 5.9L/100km
Electricity consumption: 1.7kWh/100km
Speed average: 68km/h

Total km: 809km
Fuel consumed: 49.95 litres
Fuel consumption average: 6.174 litres

2025 MG HS Super Hybrid Essence at a glance:
Price: $54,990 (drive away)
Available: Now
Powertrain: 1.5-litre four-cylinder turbo petrol-electric
Output: 105kW/230Nm (electric motor: 135kW/340Nm)
Combined output: 220kW/350Nm
Transmission: Two-speed automatic
Battery: 24.7kWh lithium iron phosphate
Range: 1000km (claimed); 120km EV-only range (claimed)
Energy consumption: 18kWh/100km (ADR)
Fuel consumption: Claimed 0.7L/100km (ADR)
CO2: 17g/km
Safety rating: Not tested

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