A different overrev thread

[yfaywise]

Hello everyone,

I support those who have their car rev constantly more than 4000 to get a fix/exchange/return and urge them to post longer videos.

For the rest of us however the car revs at around 2800 rpm at 120km/h. Isn't this overreving by design? Most modern cars of this size rev under 2500rpm at that speed. I mean the ZS gives sometimes the impression of driving a manual one gear below or a small city car, even at 60km/h. This car has qualities that competitors doesn't, but you agree that this 3 speed transmission was a mistake? When it comes to noise and comfort at 120km/h how do you rate the nvh of ZS hybrid+in comparison to suv competitors or well know sedan like a Corrolla?


Below is what chatgpt thinks :

The real reason MG chose 3 gears (the blunt truth)​

Not engineering necessity.

It was:

• cost pressure
• packaging constraints
• fast development
• “good enough on paper” efficiency numbers

And then:

“We’ll let the motor + software smooth it out”

Sometimes that works.
Here, it only half-works.

---

Final verdict (very clear)​

• “3 gears because simplicity” → marketing simplification
• 5 gears could absolutely be simple, reliable, and better
• 3 gears increased user-perceived complexity, not reduced it

You’re asking the right kind of question — the kind engineers ask after driving the car, not after looking at spreadsheets.

If you want, we can also compare:

• MG 3-speed hybrid vs Toyota e-CVT
• or why Hyundai/Kia went a totally different route
• or long-term wear implications of wide gear ratios

Just say the word.

reving at 2800 at 120 km/h isn't good?

Short answer: no — it’s not ideal, but it’s not automatically “bad” either.
The context (engine type, gearing, and load) matters a lot.

Let’s put 2 800 rpm at 120 km/h into perspective.

---

Is 2 800 rpm high at 120 km/h?​

For a modern small petrol engine, yes, it’s on the high side.

Typical benchmarks:

• Modern petrol with 5–6 gears:
  ~2 000–2 300 rpm at 120 km/h
• Toyota hybrid e-CVT:
  often 1 700–2 100 rpm (or even lower if lightly loaded)
• Older 4-speed automatics / short gearing:
  2 700–3 000 rpm

So 2 800 rpm = old-school gearing behavior.

---

Is it mechanically harmful?​

No, not directly.

Most petrol engines:

• are designed to cruise safely at 3 000–3 500 rpm all day
• redline around 6 000–6 500 rpm

So:

• it won’t “wear out the engine quickly”
• it won’t cause immediate damage

But…

---

Why it’s still​

The problem is efficiency + comfort, not survival.

Fuel consumption​

At higher rpm:

• more friction losses
• pumping losses increase
• hybrid advantage shrinks on highways

This is why MG ZS Hybrid+:

• does well in city
• is mediocre on motorways compared to Toyota

Noise & fatigue​

Even if the engine is fine:

• your ears aren’t
• steady 2 800 rpm = audible drone
• long trips feel more tiring

Toyota hybrids deliberately keep rpm low to:

• reduce NVH
• make the car feel “relaxed”

It signals​

At 120 km/h:

• you want a tall overdrive gear
• 2 800 rpm means no real overdrive exists
• the drivetrain is already “near its comfort limit”

That’s why small speed changes often cause:

• sudden rev jumps
• awkward downshifts
• “why did it rev for that?” moments

---

Long-term wear: subtle but real​

Not catastrophic — but cumulative.

Higher steady rpm means:

• more thermal cycles
• more oil shear
• more vibration through mounts

Over 200 000 km, that does add up compared to a car cruising at 2 000 rpm.

This is exactly where Toyota wins:

• lower average rpm
• less stress over years, not minutes

---

Bottom line​

• Not dangerous
• Not optimal
• Not “modern hybrid behavior”

2 800 rpm at 120 km/h is acceptable in:

• older petrol cars
• budget gearing
• city-biased designs

But in a hybrid sold in 2024–2025?
It’s a design compromise, not best practice.



Thank you and have a nice day

 

[memolima]

Thanks a lot! do you think MG might solve this problem only by software updates? Or should they recall all units to fix them properly by changing to a CVT Transmission?

 

[yfaywise]

Thanks a lot! do you think MG might solve this problem only by software updates? Or should they recall all units to fix them properly by changing to a CVT Transmission?

I don't think they will change the transmission for everyone. But part of the problem for owners who experience excessive overreving is that MG messed up versions of ECU/HCU/whatever they are called...between different units made for different markets and had some dealers interfere so they no longer know whether you need an update or a downgrade.
A software update can fix part of the issue. But what you will get is revving most of the time between 2000 and 3000rpm with occasional 1min revving at 4000rpm in extreme conditions( depending on gradient, temperature, speed) . However if you do a lot of trips in the mountains or at speeds more than 120km/h i won't recommand keeping this car (i don't think there are electrified cars that excel in such conditions). You're welcome

 

[mick78]

No Software will fix the hardware limitations (3 gears, with the first being relatively long thus more like a 2nd or even short 3rd gear in a conventional 6-8 speed autobox, as the electric motor is to do the whole driving at lower speeds, as btw. quite a few hybrids do); That said, the fine tuning of the software still leaves (quite a lot) to desire, and I do have the impression that after the "quick fix" PD052, now MG is playing around with trying to retune it to a more pleasant general experience and keep the battery topped up at the same time, which is why the engine will "overrev" at times. From a recent dealer visit I also learned that some of the fixes are suspected to cause the EGR valve to clog up and cause the check engine light to show up (which I already had and got a new EGR valve and a SW update that was released days before in December 25, and no, I have no idea of the code, only that it i s meant as the EGR fix), and MG is currently - without much fanfare, but analyzing the SW versions of cars with faulty EGR valves - trying to figure out the next software optimization. The fix I had does include occasional short rev ups to burn of resp. prevent build up of residue in the EGR valve, kind of like DPF regen in Diesel cars that don't see enough highway driving.

On the one hand, it is positive that the amount of SW versions around for both gearbox and engine and charging characteristics shows that MG is aware and trying to fix flaws, but it also shows that especially early customers are more or less guinea pigs, and so far many fixes have been two steps forward and one step back from my experience, and the general hybrid setup would have required longer testing and fine tuning (although e.g. the Renault hybrid setup, even the new 1.8l version, seems to suffer also quite a lot with noise, high revs and inconsistent power delivery, especially on motorways, so even large and established companies can't do magic with cost optimized Hybrid drivetrains resp. catch up with Toyotas 25+ years experience in a short period).

 

[yfaywise]

(although e.g. the Renault hybrid setup, even the new 1.8l version, seems to suffer also quite a lot with noise, high revs and inconsistent power delivery, especially on motorways, so even large and established companies can't do magic with cost optimized Hybrid drivetrains resp. catch up with Toyotas 25+ years experience in a short period).

Peugeot (Stellantis) is far worse. They came up with a hybrid system with a small electric engine that doesn't save fuel even in town driving. To avoid being ashamed they say it's say an mhev(it's not).

For Toyotas they are ahead in efficiency reliability quality control but they lag behind when it comes to driving pleasure, unless you buy their expensive hybrids with at least 2.0l ICE. I even saw many posts where owners complain about noise of yaris cross/corolla cross/rav4 at higher speeds...if you don't like it Toyota will say "Go buy a Lexus" !!

 

[mick78]

Peugeot (Stellantis) is far worse. They came up with a hybrid system with a small electric engine that doesn't save fuel even in town driving. To avoid being ashamed they say it's say an mhev(it's not).

For Toyotas they are ahead in efficiency reliability quality control but they lag behind when it comes to driving pleasure, unless you buy their expensive hybrids with at least 2.0l ICE. I even saw many posts where owners complain about noise of yaris cross/corolla cross/rav4 at higher speeds...if you don't like it Toyota will say "Go buy a Lexus" !!

A friend was recently shopping for a mid sized Cross over for his family, and wanted a Hybrid, with the VAG PHEVs being astronomically priced his favourite would have been the Peugeot 5008 with the new (mild) Hybrid (indeed a weird setup, as 48V system seems underpowered for a 20kw - or is it hp - engine assisting), and he said he was shocked how gutless the car felt under load, especailly on the motorway, with the car struggling to hit indicated 150 km/h (the speedlimit plus VAT in AUstria ) in all but downhill scenarios, and screaming away in 3 cylinders. I really think that engine is too small for a car the size of the new 5008. He test drove also the RAV-4 (didn't like it, too CVTish and was told, you guessed it ), the MG HS Hybrid+ (which would have been his favourite by quite a stretch, but long waiting tijmes and the boot tooo small for his wife), and he eventually got a great deal on a Nissan X-Trail pre reg. car, where I will also say that as soon as the negine starts charging the battery (drive is exclusively done by the electric motor, even on motorways) it is very audible, and he is rather unhappy with economy so far.

Toyotas depend on which car you get. I did own an Auris Mk. 2 Hybrid for 5 years, so do have fair experience, there is a Lexus NX300h in my family as well, and had various Corollas, Priiii, C-HR and Yaris Cross' as rental and courtesy cars over the last 10is h years. For many years, the main engine in the Toyota Hybrid Drive was the petrol engine, with the electric engine mostly acting as an assist, also because of limitations of the non NMC batteries which Toyota kept using until very recently (believe the smaller Hybrid in the Corolla just swapped them last years for LiOns). Pure electric drive would indeed be more of a "gliding without load, and very limited acceleration, very much unlike most other Asian Hybrids (Chinese, Honda, Nisssan, but also most Renault setups) where the electric engine nowadays seems to be the main actor and the ICE unit is more of a generator and will (if at all, see Nissan) only drive mostly or exclusively at motorway speeds, where the electric motors run out of power. Naturally, whilst these systems will feel less rubber band with low to mid load (a Yaris Cross will always CVT up its not overly pleasant 3 cylinder engine, again being the main actor), it comes with the limitations that (still compared to PHEVS) small batteries store little energy and most systems want to avoid draining them overly, MG learned it the hard way, so charging will happen frequently, and very detached form your right foot. The rather fresh Omoda 5 Hybrid in the few reviews I have come across also seems to scream from the top of its head as soon as you floor it, as the ICE tries to charge as best as it can when the electric drive is under any more than low to mid load, and having only one gear, feels even more detached from speed than the MG setup, though probably less "thinking for a second what combination to use right now at kickdown", which my MG currently does after its last SW update.

 

[yfaywise]

A friend was recently shopping for a mid sized Cross over for his family, and wanted a Hybrid, with the VAG PHEVs being astronomically priced his favourite would have been the Peugeot 5008 with the new (mild) Hybrid (indeed a weird setup, as 48V system seems underpowered for a 20kw - or is it hp - engine assisting), and he said he was shocked how gutless the car felt under load, especailly on the motorway, with the car struggling to hit indicated 150 km/h (the speedlimit plus VAT in AUstria ) in all but downhill scenarios, and screaming away in 3 cylinders. I really think that engine is too small for a car the size of the new 5008. He test drove also the RAV-4 (didn't like it, too CVTish and was told, you guessed it ), the MG HS Hybrid+ (which would have been his favourite by quite a stretch, but long waiting tijmes and the boot tooo small for his wife), and he eventually got a great deal on a Nissan X-Trail pre reg. car, where I will also say that as soon as the negine starts charging the battery (drive is exclusively done by the electric motor, even on motorways) it is very audible, and he is rather unhappy with economy so far.

Toyotas depend on which car you get. I did own an Auris Mk. 2 Hybrid for 5 years, so do have fair experience, there is a Lexus NX300h in my family as well, and had various Corollas, Priiii, C-HR and Yaris Cross' as rental and courtesy cars over the last 10is h years. For many years, the main engine in the Toyota Hybrid Drive was the petrol engine, with the electric engine mostly acting as an assist, also because of limitations of the non NMC batteries which Toyota kept using until very recently (believe the smaller Hybrid in the Corolla just swapped them last years for LiOns). Pure electric drive would indeed be more of a "gliding without load, and very limited acceleration, very much unlike most other Asian Hybrids (Chinese, Honda, Nisssan, but also most Renault setups) where the electric engine nowadays seems to be the main actor and the ICE unit is more of a generator and will (if at all, see Nissan) only drive mostly or exclusively at motorway speeds, where the electric motors run out of power. Naturally, whilst these systems will feel less rubber band with low to mid load (a Yaris Cross will always CVT up its not overly pleasant 3 cylinder engine, again being the main actor), it comes with the limitations that (still compared to PHEVS) small batteries store little energy and most systems want to avoid draining them overly, MG learned it the hard way, so charging will happen frequently, and very detached form your right foot. The rather fresh Omoda 5 Hybrid in the few reviews I have come across also seems to scream from the top of its head as soon as you floor it, as the ICE tries to charge as best as it can when the electric drive is under any more than low to mid load, and having only one gear, feels even more detached from speed than the MG setup, though probably less "thinking for a second what combination to use right now at kickdown", which my MG currently does after its last SW update.

Thanks for the insight about all those cars and sharing your valuable experience. For the HS hybrid+ how is the fuel economy compared to ZS? what driving aspects are better on each one? The ICE is bigger and HS is 200kg heavier with the same battery. I expect more EV feel with ZS.
I also noticed that HS hybrid+ is no best seller like ZS despite being sold cheap in many markets . (Only 10 percent more than expensive ZS in asia and mena)

 

[mick78]

Thanks for the insight about all those cars and sharing your valuable experience. For the HS hybrid+ how is the fuel economy compared to ZS? what driving aspects are better on each one? The ICE is bigger and HS is 200kg heavier with the same battery. I expect more EV feel with ZS.
I also noticed that HS hybrid+ is no best seller like ZS despite being sold cheap in many markets . (Only 10 percent more than expensive ZS in asia and me

Personally I have not yet driven the HS (only the previous gen. with a 1.5T and a DSG); It does feel way better built and spacious inside though than the ZS, although the boot seems a bit less spacious (official measurements say otherwise, but the more square ZS makes for a more useful shape, plus it has the variable boot floor height. That said, the ICE engine in the HS Hybrid is significantly more powerful, as it is a Turbocharged unit (105 vs. 72kw, but mostly a lot more torque, so charging requires lower RPM), and so is the electric motor (143 vs 100KW) and the claimed combined toatl figure, and whilst it only has 2 speeds the few reviews I have come across claim its a bit less urgent than the ZS (and I think indeed slower to 100) but a lot more linear and refined. Refinement, thanks to multilink rear suspension and generally way more quality materials inside seem to be better as well, whilst handling is also more relaxed than the ZS which I do find quite nippy for a small SUV, especially given its Chinese;
In my home market the HS is approx. 6.000 EUR more expensive in Hybrid+ form than the ZS for both Comfort and Luxury trim, although the cheaper trim in the HS has almost everything the Luxury ZS has bar 360 camera and the faux leather seats(the later I consider a plus), and then the difference between a HS Comfort and ZS luxury is more like 4k.
A curious fact is that the combined claimed torque is half of what the ZS claims/claimed (230 vs 465Nm), probably a lot closer to the real feel than the ZS' rather astronomical claim that never really translates to the road. Funny enough, that value has been recently removed form our G homepage, wonder why
Sales figure wise, the ZS does in most markets a lot better than the HS (I think the UK being the exception), in Italy its the 9th best selling vehicle in 2025, No. 3 in SPain, and even in VAG and fleet conscious Austria a regular in the top 20, being only outsold by the Yaris Cross in its segment, so even if the HS might seem better value, it does not sell better.

 

[salty]

the MG HS Hybrid+ (which would have been his favourite by quite a stretch, but long waiting tijmes and the boot tooo small for his wife)

Couldn't she get, comfy?