MG HS review and buyer’s guide

Is the MG HS midsize SUV just a cut-price Toyota RAV4 or does it have genuine credibility you should take advantage of? With 24 medium SUVs to choose from, let’s find out if the MG HS is good value for a consumer like you…

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The MG HS is a compelling vehicle to consider if you have a budget and need a family transport with five seats, the essential features, decent luggage space and ‘close enough’ performance.

Toyota RAV4 might have been for many years the king of sales when it comes to the medium SUV, Australia’s most popular sub-category of new car sales, but this is the second generation of MG HS and the value it offers in 2025 and beyond should terrify established Japanese and Korean brands.

The Chinese brands are not longer ‘coming’. They’re here. Chinese made vehicle sales in Australia have increased significantly, reaching 193,000 in 2023 and dipping just 9 per cent to 176,000 in 2024. Less than a decade ago, as recently as 2018 they were at just 10,000 units. That’s a 17 fold increase in just 7 years.

MG was one of the early entrants into the Australian market, along with Great Wall Motors (now just GWM) and the first HS was, frankly, about as good as a brand new 15-year-old Toyota RAV4 or Kia Sportage. MG’s first effort was, to be fair, pretty good considering where Chinese vehicles has come from and how polished it actually was for such a low retail price. It’s like they had done a very good job buying an older generation Japanese and South Korean car and replicating it.

Today, the HS is a very different story because the iterative design improvement is evident in the details like panel gaps, proportions, aesthetic design choice, and the fiddly things like haptic feedback switches, buttons and controls. If you put a RAV4 and the HS right beside each other and touched exactly the same buttons, touchscreen icons and various functions, with your eyes closed, you would be hard-pressed to pick the Toyota.

So let’s see how the upstart compares with the benchmark of medium family SUVs, the evergreen Toyota RAV4, and its nearest competitors, the Hyundai Tucson, Kia Sportage, Mitsubishi Outlander, Subaru Forester and the ancient Mazda CX-5.

Click here for the official MG HS spec sheet >>

The RAV4 hybrid used to be the only one in its class, especially back in 2019 when it first launched. But in the six years since (inclusive), it’s fair to say almost everybody has caught up, including the Chinese brands… Especially the Chinese brands.

The MG HS in its previous generation didn’t have an equivalent petrol+hybrid powertrain to compete with RAV4, and its petrol engine/s were equally terrible. They made good fleet rentals, which is why they were so popular as an alternative. But today we can absolutely compare the two brands on their hybrid powertrains, as well as against the hybrids offered by Hyundai, Kia, Mitsubishi, Mazda and Subaru.

Let’s take a quick look at MG HS sales since 2022 to give you some perspective on how this particular model has performed in our busy 14-model strong medium SUV market.

In 2024, the HS struggled for sales, reaching just over 4500 units, which is a terrible result, but caused mainly by the typical model changeover period which happens to every carmaker - it just hit HS sales particularly hard because in 2023 they managed a bit over 8100 reported sales. Their best year in recent history was in 2022 with over 10,000 reported unit sales, and that was important, because it crushed the Honda CR-V, Nissan X-Trail, Subaru Forester and Volkswagen Tiguan.

In those same periods, Toyota sold 58,700 RAV4s in 2024, and 29,600 units in 2023, which was down from the 34,800 units of 2022. Especially in 2022, the MG HS took a massive chunk out of the RAV4’s perceived reputation as the best-value midsize SUV in Australia.

FEATURES & PRICING

The MG HS is a strict five-seater with a price range between $35,000 and $40,000 - and that’s not “before on-road costs” like rego, stamp duty, GST and delivery fees, which gets conveniently omitted when you see other medium SUV pricing discussed elsewhere. That’s driveaway pricing. Forty grand.

A RAV4 in non-hybrid starts at $42,200 for the GX and goes all the way up to $58,000 for the Cruiser and that is before you include on-road costs. That’s basically $60,000 for a fully-loaded Toyota RAV4 Edge. But is it $20,000 better value? (We’ll address that in the ‘Main Competitors’ section.)

So let’s compare the closest variant to $40,000 (before on-roads), which would be the HS Essence at $39,000 and the RAV4 GX (the base model, $42,000) and these prices are indicative based on data sourced from Redbook.com.au. (Obviously depending on your state, things like rego and stamp duty can vary).

Just to kick things off, the RAV4 GX only gets 17-inch alloys (and pretty bland ones at that) while the HS Essence runs on 18-inch alloys with some modest flair - but then again, we are looking at the third-tier HS with only one more model grade to go. So you can see how fair this fight is going to be in terms of available equipment.

HS Vibe | $34,000 driveaway approx. | front-drive, 1.5L turbo-petrol

features include:

• 18-inch alloy wheels (space-saver spare)

• Synthetic leather (vinyl) steering wheel

• Leather gear lever

• 12.3-inch digital driver display

• 12.3-inch LCD touchscreen

• Apple CarPlay and Android Auto

• 6-speaker stereo system

• LED daytime running lights

• Reverse camera (HD)

• Rear parking sensors

• Cloth seats

• Driver’s 6-way electric adjustable seat

• 4 x USB ports (2 at front, 2 at rear)

• Door mirrors: electrically adjustable, heated

• Keyless entry

• MG Pilot safety suite: Adaptive cruise control, lane-keeping, auto emergency braking, blindspot detection & rear cross-traffic alert

• Rain sensing wipers

• Roof rails

HS Excite | $37,000 driveaway approx. | front-drive, 1.5L turbo-petrol

features added:

• 19-inch alloy wheels

• Front fog lights

• Synthetic leather (vinyl) leather seats

• 360-degree camera

• Satnav

• iSmart - (12 Months Complimentary Access*)

• Navigation on Cluster

HS Essence | $41,000 driveaway approx. | front-drive, 1.5L turbo-petrol

features added:

• Panoramic stargazer sunroof

• Wireless charging

• Front parking sensors

• Drivers seat memory

• Drivers 4-way electric lumbar support

• Passenger’s 4-way electric adjustable seat

• Heated front seats (3 levels)

• Dual-zone climate control

• Power tailgate

• 8-speaker stereo system

• Door mirrors: electrically folding, adjustment memory

• Rear privacy glass

INTERIOR

Tell me exactly how the MG HS Essence is not the premium vehicle here. It has literally everything the modern commuting, working, family-driven mum or dad could need in a metro-based midsize SUV.

A Mazda CX-5 has a space-saver spare, but to get all of these features you need ro spend closer to $60,000. Ditto the RAV4 - the only thing is has in common here is CarPlay/Android Auto, the crash-avoidance/blindspot detection stuff (but every carmaker’s made these things standard now), and the number of speakers.

The RAV does get a full-size spare, however, but in a city environment where tyre shops are everywhere, it hardly matters.

The decent quality interior of the HS, however inoffensive, is quite dull; that could be all most families need. (P.S. that seat is very poorly adjusted for her height; should be much closer to support her shoulders and head.)

Inside the HS it’s a surprisingly well-finished interior. It’s here that the level of competition between the established brands like Toyota, Hyundai, Kia, Mazda - and the upcoming MG - is quite evident.

The top-echelon HS feels like a brand new previous generation Kia Sportage GT-Line in terms of its fit and finish. This should terrify the big brands. And the lower-level model grades all feel like a factory fresh Hyundai or Toyota from the mid 2010s, straight off the cargo ship.

And you can see by the ambitiously designed air vents and the sweeping symmetrical dashboard lines, the brushed aluminium centre transmission surrounds, the contrasting red stitching - and the good placement of cupholders behind the transmission shifter - that MG’s design team is very close to getting things bang-on.

When you step inside the RAV4, it does not feel like the premium vehicle, it has to be said. All the switchgear and panels inside a GX do feel marginally more solid, and if you have kids who treat your vehicle like a jumping castle, this is a welcome benefit.

Toyota RAV4 definitely has the harder wearing interior, but you’re still only getting a GX for circa-$40K, albeit with no piano black.

But it’s hard to see the advantage of buying the low-tier GX RAV4 with its unmistakably grey hard-plastic interior when for roughly the same price leather and colour await you in the top-spec HS.

On the other side of that coin, where there was a vast divide between Chinese brand vehicles and anything the Japanese had on offer, in the early 2010s, that gap has shrunk considerably. They’re not all making shitboxes anymore. On objective criteria, you cannot look at a top-spec MG and have a rational argument that they aren’t close to Japanese or Korean cars in terms of their quality finish, how we’ll they’re made etc.

You climb into the HS Essence and can see the run they are making on Japanese and Korean brands. The HS is genuinely a solid, quite comfortable SUV with nothing you would describe as a catastrophic design choice. Times certainly have changed.

In fact, you could suggest with a straight face that the better-quality Chinese brands like MG have done a far better job on the infotainment home screen aspect of modern cars, where the systems in Japanese and Korean brands used to be quite slow and often lacked ergonomics, or simply has too many icons or simply didn’t prioritise them properly, the MG HS (for example) is just as quick to engage with a learn.

For the driver distraction factor, you can hardly scald MG with its driver stalking camera and lane-dictation features which can be just as inept in the “established brands” with bad overall ergonomics and human factors.

But this all-new HS is a dramatic improvement in cabin nose, vibration, harshness factor, which was hard to ignore in the old car.

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ENGINE

The pwoertrain is identical to the old HS, so don’t go expecting anything revolutionary. It’s just the plain old turbo-petrol unit from the old car. Is that a bad thing? No, in fact it’s a good thing if this is an appliance for your family. A new engine would have easily bumped up the price and made it less affordable, so there’s that.

The 1.5 turbocharged petrol engine makes 125 kilowatts and weighing 1630 kilograms means it has a 78kW -per-tonne power-to-weight ratio. That means it offers about 20 per cent less performance than the RAV4 Edge, with only 6kW more. So the primary issue for the HS in this domain is weight, which is counter-intuitive because the Toyota weighs an additional 130kg.

HS doesn’t get that hybrid kick off the line like the RAV4, but the MG isn’t driving along with the equivalent of 13 bags of potatoes in the boot. So handling is going to be debatably better, and potentially stopping distance.

DRIVING

The dynamic handling of the HS is dramatically improved over the old car thanks to what feels like actual suspension tuning. The old HS was soft where it needed to be firmer, and too harsh where it needed to glide. So it jiggled on suburban and city streets, and then threw you around on winding country roads because it wasn’t controlling the body roll.

The new one is much firmer on twisty back roads and more compliant on harsher, low-speed bumpy metro roads. The steering input is much more positive too, meaning you turn the wheel X-amount and that translates into good feedback and it feels accurate - where the old one felt aloof, especially when going a moderate speeds around 60-80km/h.

Fuel economy is okay in the HS at 6.9 litres per 100km, but it is, according to the claims, 43 per cent higher in the MG than the RAV4 on 4.8L/100km. Add about 30 per cent for more relatable real-world figures over these laboratory bench test figures, but it gives you an indication.

Just remember to also keep in mind the price difference. That $22,000 you might notionally spend on the RAV4 Edge buys an enormous amount of fuel.

An on-demand AWD system is not available with the HS, for now at least, only a 1.5-litre turbocharged petrol engine driving the fronts, which do a decent job without feeling especially to sporty, but it is still a nice drive for anybody looking to get their kids to and from school in a civilised, safe manner.

And when you do decide to take the family away for a weekend with a laden boot, you’re not going to be expecting sporty handling and any of that nonsense. But it will be entirely predictable, which makes it a good option if you’re camping out beyond some soggy gravel backroads.

Front-wheel drive will only be insufficient if you decide to head to the snow for a day where Subarus, Hyundai or Kia AWDs will be able to continue on to the main carpark, you’ll have to park at the bottom and hike up.

Toyota’s on-demand AWD system means it is reactive, waiting for the ECU to detect wheelspin before splitting the drive and directing some to the rear. Steep hillstarts and heavy rain at the lights are going to be the kinds of daily driving scenarios where this system is most likely to be engaged, but if you do like the odd camping adventure where grassy campgrounds can turn boggy overnight with as little as a dewy morning, this is better than nothing.

But how often do you see vehicles slipping and sliding all over the wet, steep slopes of Sydney’s north eastern suburbs these days? Traction control, ESC, hill-hold and modern tyre compound technology have taken care of the majority of these limited-grip, wheelspinning driving scenarios.

A front-wheel drive MG HS is, generally speaking, going to be quite okay in the vast majority of hilly, wet, gravel-road conditions you’re likely to drive in.

FUNCTIONALITY

One of the hardest working areas of a modern family SUV is the boot. You’re going to shove, drop, throw, collect and dump everything back there, so exactly how does it perform? Every bit of real estate needs to be functional back here, but unfortunately, against the RAV4 the HS looks like a half-hearted effort.

The HS does have 9 per cent more luggage space in the boot, up from 463 to 507 litres, putting it much closer in caapbity to the RAV4 on 542 litres. But the Toyota still has 6 per cent more volume. Is that really going to matter if you’re saving $10,000-15,000 and getting more equipment? Keep that in mind, because you’re paying $42,000 for the GX, that’s $77 per litre of luggage space you’re going to outlay, versus $80 in the HS at $41,000. It’s negligible.

But you’re getting more than just the boot in the MG, you’re actually getting 93 per cent of the RAV4’s boot space, plus all that equipment which is at least $3000-5000 extra on the Toyota.

And considering both models are heavily relied upon by tourists in rental car fleets across the country, your two checked baggage suitcases and your carry-on is all going to fit quite satisfactorily.

Fitting child restraints is a piece of cake in the HS thanks to two easily-accessed pairs of ISOFix anchor points on the rear outboard seats, and three top tether anchor points which are fitted to the middle area of the seatbacks in their respective positions.

Both have minimal rear wheelarch intrusion in the boot area and there’s virtually exactly the same aperture with which to lift in your bulkiest, most awkward child-raising accoutrement, and if you want to be really picky, the RAV4 has a slightly squarer boot floorpan which is always a more efficient use of space than anything rounded. But that’s being exceptionally pedantic - it’s not like you’re going to be filling up every crevice.

Both boot floors are at about the same 700-800mm off the hard deck, and neither is particularly better or worse for loading said heavy stuff like bulky prams or oversize luggage. Neither has a tailgate that opens insufficiently high so as you scalp the first six-footer.

Under the boot floor you’ll find that temporary, space-saving spare wheel and tyre which is speed limited to 80km/h. Above that is a separate plastic tray holding the tools. And underneath everything you’ll see very minimal sound deadening type materials.

Quite practically, there’s also a good level of underfloor storage where you would notionally be able to keep things like rope, straps, emergency water or a small first aid kit, or tool.

The lack of a full-size spare wheel in Australia, especially if you intend on regional or rural travel a lot, should be a big part of your decision-making process. Why? Because even venturing into the regions on school holidays where the boot is completely full of heavy stuff, the kids are asleep on the ride home, and it’s up to you to get everybody home when you suffer a flat tyre, running on a skinny little party balloon is sub-optimal.

If your vehicle has all-wheel drive, the space-saver will be compromised in terms of how much grip it can offer with the road. It also means you’re speed limited to just 80km/h, meaning it takes you even longer to get home, which increases the symptoms of fatigue and the likelihood of getting something wrong.

Obviously this is a statistically unlikely scenario, but in terms of risk mitigation, it’s certainly an easy factor to consider. At a push, you probably could find room for a full-size spare under the floor of the HS if you remove the plastic tray underneath the carpet panel. This is certainly one area MG Australia could make a small improvement to make a big difference to the practicality of what is a two-tonne vehicle when fully laden with the kids, their stuff and a bunch of bikes and camping gear.

Actually, the payload on the HS is pretty average. The gross vehicle mass is only 1989kg, meaning when you subtract the 1550kg kerb weight, you’re left with 439kg of payload. That’s before anybody’s climbed aboard or before you’ve put a single bag in the boot.

While we’re on the subject of weight and practicality, the HS does have a towing capacity. It’s just not great. In its most powerful, heaviest trim level (even with AWD), it’ll only do 1500kg of braked trailer. But to be fair, that’s significantly more than the utterly pathetic limit set for any hybrid RAV4 at 480kg.

If you need your midsize SUV to pull even a moderate load, have a serious look at 2-litre diesel versions of the Hyundai Tucson or Kia Sportage first-off, or possibly consider a Mazda CX-5 or Subaru Outback if the latter don’t work out for whatever reason.

The undeniable fact here is that you can have a fully loaded medium SUV with five seats, outboard ISOFix and top tether anchor points for child restraints, front-wheel drive, plenty of airbags, adaptive cruise, nice stuff like heated seats and sunroof - plus the snazzy wheels - or you could have a base model rental car in the RAV4.

And it’s not like the RAV4 has that much of a lead in terms of finesse. It’s certainly the better vehicle to drive in all conditions, thanks largely to Toyota’s decades of history refining the ride and handling on every vehicle, with the resources to build in volume and make running improvements with every model.

Certainly RAV4 has never been as good as it is right now and while it’s among high quality company like Mitsubishi Outlander, Hyundai Tucson and Kia Sportage, the Mazda CX-5 and Subaru Forester, the fact is MG is closing fast.

The brand has produced in the HS a pretty good brand new version of each carmaker’s previous generation vehicles mentioned above. The HS feels like a brand new previous generation Kia Sportage which debuted in 2016.

DRAWBACKS

RESALE VALUE: Low price & high value -VS- higher price & lower depreciation

Let’s quickly talk about resale value because it’s the hidden cost that is the equivalent of losing money out the window every day of the vehicle’s ownership period under your name. The better the resale value, the smaller the notes.

But also keep in mind that resale value can plague you like some kind of barrier to new car ownership when in fact it’s not always accurate for long-term projection, and it undermines the human nature of new car buying: you’re allowed to want a new car, and resale doesn’t always have to be the wet blanket it often is.

We’ll start with sale volumes because that the most obvious piece of data and it tells a compelling story here. Put simply, the Toyota RAV4 is a juggernaut of residual value.

In 2023, Toyota sold three RAV4s for every MG HS sold. In 2024, Toyota sold TWELVE (count them, 12) for every HS.

Used versions of each sell for starkly different figures as well.

According to data from Redbook, a 2021 RAV4, with roughly 60,000-100,000km on the odometer, is worth between $30,000 to 34,000 - on a four-year-old GX hybrid.

An HS Essence from 2023 (just two years old) is with as little as 30,000-50,000km on it (the Australian average) is only going to fetch $22,500 in 2025. This lost value is accelerated by the new version arriving as well. But the difference is you would’ve spent a lot less on the MG up front.

In five years you’ve lost about $4000 off the Toyota RAV4 GX. In just 12 months you’ve lost roughly $12,000 - that’s about $32 out the window every single day - on the MG HS in top-spec. Having said that, it doesn’t necessarily mean you can’t get substantially more for it after just one year of ownership. In fact you’d be able to negotiate pretty confidently to get more than $24K simply because it’s so new and with low mileage - it’s just the used market will be full of much cheaper versions, albeit with greater mileage.

HOWEVER: Depreciation, it needs to be said, has a very negative connotation. It leaves any new car buyer with a predisposition of resentment about buying a new car, which is not something you should be burdening yourself with if you genuinely need a new one. It’s okay to need or even just want a new car.

The advantage of buying the MG HS new to begin with is that you’re making a significant financial decision here and getting as much standard equipment for at least $10,000 less than you would for the RAV4. And the post-COVID profit making on privately sold used cars going for more than they were bought for is long gone now.

So is it worth spending an extra $10,000-15,000 on a RAV4 just to save $3000 at some unknown point in time in future?

RIDE & HANDLING

Modern new-car buyers can be a bit quick to dismiss a good-handling vehicle, if they even bear it attention to begin with.

But the reality is that everyone you hold dear in your family, generally speaking, depends on all the minute, detailed engineering tweaks that go into a vehicle’s behaviour on the road.

Tyre companies will tell you that their products are what helps your family car stick to the road… But who keeps your tyres on the road in every single millisecond you’re driving that vehicle through time and space? Engineers inside car company R&D facilities.

When a brand new vehicle comes onto the market like the GWM Tank 300 >> braking, body control and steering often go unnoticed y consumers. It’s usually after going on sale that something like the GWM Tank 300, we discover, can’t keep all four tyres on the deck under hard emergency braking. That’s a fail. But with certainty, you won’t find either the MG HS or a Toyota RAV4 coming off the deck in the same way, however they do behave differently on the road.

Driving both vehicles through regional Far North Queensland for a week, on a variety of main roads, dual-carriageways, single-lane and quite twisty arterial roads (to and from Port Douglas), as well as back-and-forth through the Cairns strip, with all seats taken - both the RAV4 and HS were quite well behaved. (As they should be on a modern SUV with all the standard passive safety gear like electronic stability control, traction control, anti-lock brakes and electronic brakeforce distribution - which is all required by law, FYI.)

Let’s also consider both powertrains here. The 1.5 turbocharged petrol 4-cylinder in the MG is adequate. It’s nothing special and certainly doesn’t inspire any vigorous, peppy driving behaviour - but that’s because when you try to drive with even extra light enthusiasm, it gets far too excited and starts spooling that turbo and changing down gears.

It only has 110kW to work with, but peak power kicks in at 1700RPM and it thinks you’re off to the races, when all you want to do is pull away gently and smoothly from the lights. It’s not appallingly bad, but it does take finesse to find that calm middle ground.

The 7-speed dual-clutch isn’t terrible, but it does too much hunting for gears when you’re not in ‘sport’ mode and you just want a smooth wave of torque to lightly increase speed for an overtake or something. You don’t want a down-change and a 4000-5000 RPM eruption, because then you have to let-off the gas and settle everything down again, by which point your other half thinks you’re a nutter. This is an ECU management thing which used to happen occasionally with the first DCTs from mainstream brands, but has been largely ironed out these days. MG is nearly there in that regard.

Among the other reasons for this exuberance is the premium fuel it takes. You might’ve saved several grand on the HS, but you’ll be paying more for the fuel you buy because it runs on 95 RON. Being direct injection also means this engine is tweaked toward performance rather than fuel economy, which is why when you step into the RAV4, things feel somewhat bipolar.

The RAV4 is 1650kg with a full 55-litre tank of 91 RON (same capacity as the MG HS), but it’s tuned for fuel economy by being multi-point injection: Here’s what that means in detail >> And that’s not to suggest a medium SUV can’t be tuned for direct injection, because plenty of vehicles in this category are and they are beautiful to drive. The HS isn’t bad per se, it’s just not as refined.

The RAV4 is more sedate and civilised than the HS, it cannot be ignored, especially in terms of throttle input. In ordinary traffic, taking off from the lights, overtaking and merging, low-speed navigation of carparks where you want minimal engine input, it’s absolutely the more refined vehicle to drive.

When you get out ono the open road, including freeways, winding back roads and tight hilly curves with the odd hairpin bend, the RAV4 not only behaves itself in delivering adequate performance from the engine, but also in how it moves through 3D space: Learn more about basic suspension dynamics here >>

The HS has a habit of biting down too hard on the brakes, which makes it twitchy. It pitches the nose down which is okay (that’s what’s supposed to happen) but it isn’t as dignified and doesn’t stay as composed as the RAV4. There’s a bit more body roll in the HS and the RAV just maintains its composure as you get the front end pointed toward the middle of a corner.

At higher speeds the bumps are soaked up much sooner in the RAV than in the HS. The MG continues to reverberate very slightly when the RAV finished see-sawing on its springs long-ago. And this is where things get really interesting in comparing these two vehicles.

The MG is genuinely very close to being dynamically sorted in the same way a Tucson, Sportage, RAV4, Forester or CX-5 is absolutely sublime in these same driving conditions. But it’s not hard to see and feel where the R&D has been spent.

The closer a carmaker gets a vehicle’s handling dynamics to perfect, the harder it becomes to make it so, because you’re changing the tiniest engineering attributes on that vehicle. The fact the MG HS is so damn close that most ordinary car buyers wouldn’t notice most of these behavioural characteristics during their test drive, shows just how good-enough it is.

After all, this is a medium SUV for moving families through the mundanity of suburban life. It’s not a performance car, and it’s not some off-road weekend weapon. It’s just a car, and it’s pretty bloody good - for the price.

But where it is actually important for an ordinary family vehicle to be at its best, is in the worst possible moments. Tyres can only offer so much grip, and most drivers are not taught how to effectively execute an emergency stop or swerve-and-recover manoeuvre. And in these sudden, terrifying situations, you need every little piece of the vehicle’s underlying engineering to be your saving grace.

So all those tiny, finessed engineering inputs of the vehicle make a big difference when you need the vehicle to act quickly in dodgy situations. It needs to not pitch and roll, it needs to have a smooth, controlled reaction to jumping on the brakes. If you swerve, you need the suspension to cope and keep all four wheels on the deck to the greatest potential, not close enough.

Nor do I want to fear monger here, because it’s probably quite unlikely you’ll be in such situation, but it’s possible. And there’s no denying that the MG might not be as well engineered in those extreme circumstances, and yes it probably is going to be good enough in those scenarios. But this is about making you aware of both vehicle so you can make an informed choice.

I the MG is the most vehicle you can afford, the it’s quite okay to say that’s the best option. And it’s not a shitbox, it’s a good vehicle with a very high value proposition. And it drives quite well in a wide range of situations. Is it as sharp as the RAV4? No. Does it need to be? That’s up to you…

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