MG ZST 2022 review: Essence

The answer isn't as clear cut as the specification appears.

The un-facelifted ZS Excite now starts from $21,990 driveaway (and it’s the cheapest new SUV in Oz now, remember), before moving up to the facelifted ZST Core from $25,490, Vibe from $26,990, Excite from $29,990 and Essence from $32,990. $43,990 buys you the un-facelifted ZS EV electric vehicle.

The MG ZST Essence starts from $32,990.

All ZSTs include lots of active safety tech, with standard autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane departure warning, traffic jam assist, automatic high beams, surround-view monitor, alarm and six airbags.

Above the Core’s keyless entry, push-button start, air-conditioning, 10.1-inch touchscreen with Apple CarPlay/Android Auto support, five USB ports, four-speaker audio system, fabric trim, centre armrest, electric heated exterior mirrors, LED headlights and 17-inch alloy wheels, the Vibe adds satellite navigation, rain-sensing wipers, front fog lights, synthetic leather trim, six-speaker audio and two-tone alloys (still on 17-inch wheels).

It has a 10.1-inch touchscreen with Apple CarPlay/Android Auto support.

Accounting for the $3K jump premium, the Excite ditches the Core and Vibe’s 84kW/150Nm 1.5-litre four-cylinder engine also found in the ZS for a newer 115kW/230Nm 1.3-litre three-cylinder turbo, a gloss black grille, red brake callipers and ritzier exterior trim, while the Essence scores a panoramic glass roof, ‘MG’ embossed seating with heating function up front and powered on the driver’s side, all-digital instrumentation and yet another restyle for the 17-inch alloys. These are shod with quality Michelin Primacy tyres.

Note, however, that reach-adjustable steering, wireless smartphone charging and digital radio are not available.

Metallic paint in blue, red or silver costs $700 extra above the standard white or black hues.

Rivals include the Haval Jolion, Honda HR-V, Hyundai Kona, Kia Seltos, Mazda CX-30, Mitsubishi ASX, Nissan Qashqai, SsangYong Korando, Suzuki Vitara and Toyota C-HR.

The MG rides on17-inch alloys.

Several ZST Essence items might dazzle prospective buyers of all of the above – including its $33K pricing combined with a seven-year warranty that’s only matched by Kia, SsangYong and Haval (though surpassed by Mitsubishi’s conditional 10-year item), as well as that vast sunroof and surround-view camera. In the Seltos, HR-V, Kona, C-HR and CX-30’s case you’ll need up to $40K (or more) to match that.

Except, that is, the Jolion (also from China), since it offers these and much more for $2K under the ZST Essence’s ask. And, as we’ll see further down, the MG’s cabin presentation and user experience is far from luxurious or premium.

It might be based on an older design, but the ZST Essence’s interior seems like an alluring place to be. At least, superficially, anyway.

For starters, there’s quite a lot of real estate on offer, resulting in a decent, segment-straddling amount of space front and rear, along with a big boot behind. No doubt a generous 2585mm wheelbase helps. The sculptured front seats look especially inviting, with their shapely bolsters, leather-like finish and sporty stitching.

With electric adjustment for the driver, they provide a wide range of adjustability to help find the ideal driving position for a wide range of bodies, the cushions do a good job supporting you over long distances and their heating elements take away the PVC coldness on wintry days.

With electric adjustment for the driver, they provide a wide range of adjustability to help find the ideal driving position for a wide range of bodies.

The driver enjoys a digital instrument cluster that promises to be just like Audi’s Virtual Cockpit; a 10.1-inch touchscreen is nicely integrated, with a nifty set of toggle switches located underneath; soft-touch materials cover the dash, lower-console buttresses, door cards and centre armrest; there’s an abundance of red stitching and mock carbon-fibre-look trim to add a sporty flavour; and the panoramic sunroof (that opens right up) is a treat.

A USB located near the rear-vision mirror is great for powering up dash cams (negating the need to rewire through trim), while that’s backed up by a pair of outlets in the lower-console area beside a 12V plug.

It’s easy to imagine how impressed potential buyers are at the showroom level, especially if they’re trading up from an older vehicle. The MG’s static appeal is compelling.

The sunroof blockout screen is ineffective under the Australian sun.

But dig deeper and the disappointments start lining up.

Firstly, the cabin smells of cheap plastic toys – it’s an assault on the olfactory senses; quite a bit of the trim rattles; the steering column does not adjust for reach, only height; there is no digital radio so you’ll need to rely on your device (and data) for that; the multimedia screen functionality isn’t logical and so can lead to infuriating confusion; the reverse camera delay is annoying – you’re already moving before the screen reluctantly starts transmitting the images; the sunroof blockout screen is way too ineffective under the Australian sun, even in winter; there is no seatbelt height adjustment; and only the driver’s window has single-press auto up/down – isn’t Essence meant to be the top-spec ZST?

The reverse camera is delayed.

Plus, since when is vinyl a step up from the base grade’s (cool) fabric seat trim? It’s cold and doesn’t breathe.

There’s more. The Essence’s digital instrumentation is clear enough but the other grades’ analogue dials with digital speedo are easier to read; speaking of which, what’s with the tacho’s 1/min-x-1000 revolutions that, for example, flashes up ‘2.5’ instead of 2500rpm? We’re expected to do maths while driving? Why does the fan speed state ‘wind level’ like it’s from the BoM website – or is it a nod to that plastic off-gas odour? And, being less petty now, the display illumination seems to be set to stun at night, so cannot be dimmed sufficiently for more sensitive eyes. It’s dazzle or darkness, with no in-between.

There’s enough room for three people to travel in sufficient comfort in the back over short distances.

Rear seat access is fine, and while the too-low cushion isn’t that supportive, it is long; the 70/30 split backrest is surprisingly reclined, and there’s enough room for three people to travel in sufficient comfort in the back over short distances. The windows wind all the way down too. But while there are big handy door bins, two more USB outlets, overhead grab handles and two useable map pockets, MG provides no directional air vents, rear-seat lighting, centre armrest, cupholders or coat hooks. And watch for those protruding seatbelt latches, which hurt if you land on them. Ouch.

Further back, the 359-litre boot is larger than you might imagine in a small SUV, with two floor levels (Underground and U2), side storage and a light, but no floor latching hooks. The loading lip is quite high. Folding the split rear seatbacks bumps cargo capacity up to 1187L.

The 359-litre boot is larger than you might imagine in a small SUV.

Overall, then, the ZST’s cabin is flash but not as fully fleshed out as you’d expect from a brand that never lets us forget that it dates back to 1924. The many rookie mistakes inside suggest otherwise, even if those evocative initials are almost a century old. And the MG’s overall cheapness (mainly with the rattles and odour) betray where money has been saved inside.

Under the Essence’s bonnet is an example of an engine designed and developed by General Motors and SAIC Motor. Known as the GM Small Gasoline Engine (SGE), it ranges from 1.0-litre to 1.5L in size, and has featured in many MG, Opel, Buick, Chevrolet and Roewe models since 2013.

In this configuration, the SGE in question is a Euro 5-emissions rated 1349cc 1.3-litre in-line three-cylinder direct-injection double overhead cam turbo petrol engine, developing 115kW of power from 5200rpm to 5600rpm, and 230Nm of torque from 1800rpm to 4400rpm.

The 1.3-litre turbo drives the front wheels via a six-speed torque-converter automatic transmission.

Tipping the scales at about 1335kg (kerb), the ZST Essence delivers a power-to-weight ratio of 86kW per tonne.

Unlike the 1.5-litre SGE found in the ZS and ZST Core and Vibe models, the 1.3-litre turbo drives the front wheels not via a continuously variable transmission (CVT), but a six-speed torque-converter automatic transmission, with a tip-shift facility for some manual manipulation. No all-wheel drive is offered in Australia.

Suspension, by the way, is MacPherson strut-style up front and a torsion beam out back.

During our 417km drive test, we averaged 8.6 litres per 100km at the pump.

This is shy of the 6.8L/100km indicated on the dashboard and 7.3L/100km stated on the official Australian combined cycle – which equates to 162 grams per kilometre of carbon dioxide emissions – but that’s still not a bad result at all, given the heavy traffic and exuberant driving the MG endured with us.

Note that the ZST Vibe and Essence require more expensive 95 RON premium unleaded petrol. With the 45-litre fuel tank brimmed, expect over 630km of range between refills.

Unusually, there is no stop/start tech fitted.

MG goes two years better than most carmakers by providing a seven-year/unlimited kilometre warranty, matching Kia, SsangYong and Haval (but behind Mitsubishi’s conditional 10-year item). Roadside assistance is offered for free for the first year.

On the other hand, service intervals are every six months or 10,000km, which lags behind most rivals and their 12-month/15,000km regimes. MG also offers basic capped-price servicing, but the prices are not published and require direct contact with a dealership.