The MG eMG 150 is a permanent magnet synchronous electric motor with a peak output of 110 kW (148 PS) and 250 Nm of torque, powering MG's entry — level electric vehicles since 2020. It features a single — speed reduction gearbox and liquid cooling, delivering instant torque for responsive urban acceleration. This motor is integrated into MG's scalable electric vehicle architecture, prioritizing efficiency and packaging for compact models.
Fitted exclusively to the MG ZS…
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As a zero-tailpipe-emission electric motor, the eMG 150 complies with all current global emissions regulations for electric vehicles .
The MG eMG 150 is a 110 kW permanent magnet synchronous electric motor engineered for compact SUVs (2020-Present). It combines a single-speed reduction gearbox with liquid cooling to deliver instant torque and efficient energy conversion. Designed for zero tailpipe emissions, it balances urban agility with practical range for daily commuting.
| Parameter | Value | Source |
|---|---|---|
Displacement | N/A (Electric Motor) | |
Fuel type | Electric | |
Configuration | Permanent Magnet Synchronous Motor | |
Aspiration | N/A | |
Bore × stroke | N/A | |
Power output | 110 kW (148 PS) | |
Torque | 250 Nm (Instantaneous) | |
Fuel system | N/A | |
Emissions standard | Zero Tailpipe Emissions | |
Compression ratio | N/A | |
Cooling system | Liquid-cooled | |
Turbocharger | N/A | |
Timing system | N/A | |
Oil type | Gear oil for reduction gearbox (SAE 75W-90) | |
Dry weight | Not Published |
The MG eMG 150 – Electric was used across MG's compact electric SUV platform with transverse mounting. This motor received no platform-specific adaptations, as it is exclusive to the ZS EV. All software calibrations are managed through over-the-air (OTA) or dealership updates. All adaptations are documented in OEM technical bulletins.
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Analysis derived from manufacturer technical service bulletins and industry workshop records. Repair procedures should follow manufacturer guidelines.
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The eMG 150 motor itself is highly reliable with no major moving parts to wear out. The primary long-term consideration is the health of the high-voltage battery pack, which will naturally degrade over time. With proper charging habits (avoiding constant 100% charges and deep discharges) and adherence to service schedules, the powertrain should provide many years of dependable service.
The most frequently noted issues are gradual high-voltage battery degradation affecting range, failures of the 12V auxiliary battery, and occasional electric coolant pump faults. Reduction gearbox bearing noise is a less common but documented concern. These issues are covered in SAIC service bulletins and are generally straightforward to diagnose and repair.
This motor is used exclusively in the MG ZS EV (also known as MG eZS in some markets) across all trim levels (Excite, Exclusive, Trophy) since its introduction in 2020. It is not used in any other MG models or by other manufacturers.
Officially, no. MG does not offer performance upgrades for this motor. While third-party 'tunes' that modify the Battery Management System (BMS) or Motor Control Unit (MCU) software exist, they are not endorsed by SAIC, will void the warranty, and can lead to accelerated battery degradation or component failure. The hardware is not designed for significant power increases.
The official WLTP range for the ZS EV with this motor is approximately 163 miles (262 km). Real-world range varies significantly with driving style, weather, and use of climate control. In mixed driving, expect 130-150 miles in summer and 100-120 miles in winter. Highway driving at high speeds will further reduce this figure.
This question is not applicable. The eMG 150 is an electric motor, not an internal combustion engine. It has no pistons, valves, or timing system that could interfere with each other. Mechanical failure modes are entirely different, primarily concerning bearings, windings, or the associated power electronics.
Maintenance is minimal compared to combustion engines. Key items include: replacing the cabin air filter, checking and topping up brake fluid, inspecting the high-voltage cooling system, and changing the reduction gearbox oil (typically at very long intervals, e.g., 100,000 km). The 12V battery also requires periodic inspection and replacement.
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