Wheels Australia — June 2017

42

Budget feel; ride/handling compromise; jerky dual-clutch autos Eager engines; kit list; cabin and cargo space for the price

Bits of Brit-developed decency lost in Chinese translation

MG GS

THREE hours of almost

uninterrupted seat time

on a skidpan and closed

gravel course is the

itinerary you’d expect

for the launch of a highly

strung all-paw turbo weapon, not

a UK-designed and developed,

Chinese-built SUV wearing a

classic British sportscar badge.

But that’s how the local launch

program played out for the MG GS.

Despite this being about

as far from its likely natural

environment as a camel in

Sydney Harbour, the launch

settingdidrevealsomehome

truths about the new GS.

The first is that SAIC Motors,

MG’s giant Chinese parent

company, has done an impressive

jobwithitsnewarchitecture,

which underpins the GS. It turns

in responsively and handles

predictably, particularly in AWD

2.0-litreturboform.However,

therideisfirm,especiallyinthe

AWD,andthedampinglacks

something in nuanced rebound

control on undulating roads. The

steering’s reassuringly weighty

but feedback is minimal, the

sound of tyre scrub instead

signalling the onset of understeer.

Stability control calibration is

polished, the electronic safety net

intervening gently. Despite many

earnest attempts to unsettle the

chassis, it prevented the car from

leaving the course.

The GS is available with either

a 162kW, 350Nm 2.0-litre turbo

four-cylinder engine in the top-

spec Essence X, or a 119kW/250Nm

1.5-litre turbo four co-developed

with GM (with family ties to the

current Astra) in all other versions.

Both engines are lively, the

2.0-litre boasting a strong

mid-range beyond the initial

lag, yet they’re both relatively

noisy and unrefined. The bigger

unit claims 9.6L/100km on the

official combined cycle, the 1.5 a

more reasonable 7.4L/100km,

regardless of transmission.

The base-model Vivid is

equipped with a six-speed

manual transmission, while the

Core and Soul have SAIC Motor-

sourced seven-speed dual-clutch

automatics. The AWD Essence X

uses a six-speed dual-clutch with

a higher torque capacity.

Both dual-clutch transmissions

can be jerky at low speed if

throttle application isn’t smooth,

yet can be slow to select a lower

ratio on the move when your right

foot calls for acceleration.

The AWD GS usually sends

power to the front wheels, but can

transfer up to half to the rear axle

when slip is detected.

The GS is roomy indoors, falling

roughly between a Mazda CX-3

and a CX-5 in size, with decent

rear legroom and 60/40 seatbacks

that fold completely f lat.

The cabin is exclusively hard-

finish plastics and the front seat

cushions lack support, though

the dash layout is intuitive.

All versions come with

parking sensors and Bluetooth,

with Vivid adding a reversing

camera while the Soul gets

leather and sat-nav and Essence X

a sunroof. But there’s no AEB, and

the GS scores four ANCAP stars.

The rather derivative exterior

styling depends heavily on the

viewing angle, and there are six

exterior colour choices.

Every MG GS comes with a

generous six-year, unlimited

kilometre warranty, six years of

roadside assistance, and capped-

price servicing. Paired with

pricing of $23,990 for the Vivid,

$25,990 for the Core, $27,990 for

the Soul, and $34,990 for the

Essence X, the GS makes for a

competitive proposition. However,

MG’s dealer network of just three

locations in NSW and Queensland

(more are planned) holds it back.

It’s a respectable effort at a

sharp price point, but the MG GS

is a long way from challenging the

best-in-class small/medium SUVs.

CAMERON KIRBY

FIRST
AUSSIE
DRIVE

Model

Engine

Max Power

Max Torque

Transmission

Weight

0-100km/h

Economy

Price

On sale

MG GS Essence X

1995cc 4cyl, dohc, 16v, turbo

162kW@5000rpm

350Nm @ 2500-4000rpm

6-speed dual-clutch

1642kg

9.9sec (estimated)

9.6L/100km

$34,990

Now

PLUS &

MINUS

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