Bowral, NSW
Holding the title of Australia’s cheapest new vehicle did wonders for the MG3 in Australia. But now the Chinese car-maker wants more reasons to invite Aussies into the fold, and the new-generation MG3 is a case in point. No longer MG’s most affordable model and losing bragging rights to the Kia Picanto as the cheapest in the marketplace, the new MG3 is a bigger and better car than its predecessor, adding loads of tech and safety features and offering a hybrid drivetrain for the first time. It’s not perfect, but becomes a good option to consider.
How much does the MG3 cost?
The third-generation 2024 MG3 is priced from $23,990 plus on-road costs in Australia, marking a substantial increase on the outgoing second-gen light hatchback sold locally from 2018. (MG never sold the first-generation MG3 in Oz).
The run-out MY23 MG3 Core is currently available for $18,990 drive-away, so the new model brings a $5000 increase at the entry level – and that’s before the on-road costs are also added.
There are two different trim levels in the new MG3 at launch – Excite and Essence – and a choice of two powertrains, making for four variants in total.
The entry-level petrol-powered Excite opens proceedings at $23,990 plus ORCs, while the Essence adds a $2000 premium at $25,990 plus ORCs.
The hybrid range opens at $27,990 plus ORCs for the MG3 Hybrid+ Excite, while the flagship MG3 Hybrid+ Essence driven here tops the line-up at $29,990 plus ORCs.
In terms of direct hybrid rivals in this light hatch segment, there is only one: the Toyota Yaris Hybrid that starts at $28,500 plus ORCs in Ascent Sport trim.
Otherwise, there’s a handful of petrol options including the Mazda2 (from $22,870) and the forthcoming newly-updated Suzuki Swift, which should be priced from around the same mark once on-roads are factored in.
The Volkswagen Polo is available from $29,490 plus ORCs, while at the other end of the scale the MG3’s push upmarket sees the smaller Kia Picanto assume bragging rights as Australia’s cheapest new car (from $17,890 plus ORCs).
What equipment comes with the MG3?
MG has introduced a host of new equipment as standard to coincide with the 2024 MG3’s higher positioning.
Entry Excite versions score 16-inch alloy wheels, LED daytime running lights, six-way manual-adjust driver’s seat (four-way for the front passenger), electric windows with one-touch functionality front and rear and single-zone air-conditioning.
The MG3 Essence adds LED headlights (replacing the standard halogen lights), a sunroof, keyless entry, rear seat reading lights, rain-sensing wipers, higher-spec seat upholstery (fabric with a synthetic insert), a leather-clad steering wheel and more.
There are seven exterior colours available. Dover White and Pastel Yellow are standard, while Black Pearl Metallic, Sloane Silver Metallic, Diamond Red Metallic, Brighton Blue Metallic and Hampstead Grey Metallic all attract an additional $700 fee.
The MG3 is backed by the manufacturer’s seven-year/unlimited-kilometre warranty in Australia.
There is also capped-price servicing available for a price of $2045 for the first five years or 50,000km of ownership. One caveat is the MG3’s 12-month/10,000km service intervals are markedly shorter (in kilometre terms) than the industry standard.
How safe is the MG3?
The 2024 MG3 range is fitted standard with a host of new safety equipment, but it is yet to be formally crash-tested by ANCAP.
All models feature adaptive cruise control, blind spot detection, rear cross traffic alert, autonomous emergency braking (AEB), speed sign recognition, lane departure alert, lane keep assist and driver attention monitoring.
There’s also a hill hold assist, tyre pressure monitoring, reversing camera and front and rear parking sensors.
The MG gets six airbags, though doesn’t include a front centre airbag.
Only the Essence grade offers a 360-degree camera option, while the hybrid versions add a pedestrian warning sound function which offsets the drivetrain’s lack of noise at low speed.
What technology does the MG3 feature?
The 2024 MG3 scores a host of new technologies, but as ever the devil is in the detail, as some equipment is reserved for flagship versions.
In terms of infotainment, all versions introduce a new 10.25-inch centre touch-screen display with Apple CarPlay, Android Auto, Bluetooth connectivity, AM and FM radio plus a six-speaker audio system.
The infotainment suite is accompanied by two USB ports up front – one of them USB-A and the other USB-C – with a separate USB port integrated into the mirror for a dashcam, and another located in the rear seat area.
We found the infotainment system relatively straightforward to navigate, but it certainly isn’t without its quirks. First of all, there’s no physical volume knob to adjust audio, and if you have Apple CarPlay up on screen some of the minimalist switchgear stops working altogether: that in itself requires a multiple-step process to locate basic controls.
A separate 7.0-inch digital instrument cluster conveys key information, almost presenting like a motorcycle binnacle. If we’re honest, some of the text and graphics will arguably be too small for some drivers.
The other gripe here is that if you want to jump between navigating the instrument cluster or the central screen via the steering wheel, it’s a case of another two-step process (with a separate dedicated switch on the tiller).
Those after MG’s iSmart smartphone functionality, digital radio and sat-nav will need to pony up for the Essence grade, which receives that equipment as standard.
What powers the MG3?
The most affordable versions of the 2024 MG3 source power from a 1.5-litre four-cylinder engine outputting 81kW and 142Nm, sending drive to the front wheels via a continuously variable automatic transmission (CVT).
The Hybrid+ version driven here likewise employs a 1.5-litre four-cylinder petrol engine, but is said to be a different engine altogether. For instance, the car-maker says it operates on the Atkinson running cycle, as opposed to the regular petrol’s Otto cycle.
In hybrid guise, the four-cylinder teams with a 100kW electric motor which draws energy from a relatively tiny 1.83kWh battery. Total combined power output is 155kW.
In theory, the combustion engine and electric motor work together to drive the front wheels at the same time “when the demand on power is high and provided there is enough reserve in the battery”. More on this shortly.
MG claims the maximum combined torque of the driveline peaks at 50km/h in second gear.
The MG3 Hybrid is fitted with a tiny 36-litre fuel tank, but as we discovered it still offers a commendable real-world range.
Unlike the regular petrol engine, they hybrid powertrain requires 95 RON premium unleaded or higher.
How fuel efficient is the MG3?
The 2024 MG3 Hybrid+ claims a fuel efficiency of 4.3L/100km on the combined cycle, or as frugal as 0.9L/100km on the urban cycle.
In reality, the most consistent readout we averaged was closer to 5.0L/100km over a 500km test in a mix of conditions in which the average speed posted was 45km/h.
MG’s urban claim is plain fanciful. In a dedicated inner-city consumption test we couldn’t get anywhere near it.
In terms of range, a circa-750km range seems safely achievable on one tank of premium unleaded.
What is the MG3 like to drive?
The 2024 MG3 makes some huge strides forward dynamically over its predecessor.
There’s noticeably more refinement, better roadholding and a broader dynamic envelope.
Equally, the hybrid drivetrain offers strong electric shove from a standstill and works quite harmoniously with the petrol four-pot in most driving conditions.
However, there is a pretty decent caveat, which we’ll get to in a moment.
In terms of the basics, the MG3’s newfound polish is heralded by light steering at low speeds, a relatively controlled ride and moderately hushed cabin acoustics.
Oddly enough, a button to adjust the steering weight didn’t actually change the weighting or action on our test car.
The MG3 offers body control commensurate with the light hatch segment, with some noticeable roll when pushed through corners, but nothing disconcerting.
Ultimately, the torsion beam rear axle has its limitations over extended sections of bitumen, where the chop underneath tends to reverberate through the cabin. But on smooth roads the ride is civil and the cabin comfortable.
The hybrid drivetrain reinforces the refinement with effortless go-forward from a standstill and, above all else, relative silence at low speeds.
The hybrid is properly brisk when it is running at optimal speed and gearing too. MG claims a 0-100km/h time of 8.0sec, and we reckon it’s every bit that quick, with effortless overtaking and accelerating up to speed when everything is working as it should…
Three-stage regenerative braking offers decent driving adjustment too. We just wish the car defaulted to the lowest level of resistance (which makes it feel less tense on road) and that the regen function could be engaged via steering wheel-mounted paddles. Instead, you’re delving through touch-screen menus yet again.
As is the case with an increasing number of new vehicles, the driving experience is let down by overzealous (and distracting) safety aids including the overspeed warning and the lane keep assist function. Both chime incessantly and need to be turned back off every time you restart the car.
But arguably the biggest bugbear around the new MG3 is the hybrid drivetrain and its tendency to run out of battery power.
This is particularly the case on big hills. Once the battery is depleted, the 1300kg Hybrid+ Essence is totally reliant on a 1.5-litre four-cylinder that it is fairly lacklustre and languid under its own steam alone.
The combustion engine will struggle to hold speed on bigger inclines, rendering acceleration or overtakes a mere pipe dream. Any attempt to push the speedometer north is met with some audible protest, too, particularly higher in the rpm count.
While you won’t encounter a depleted battery on every drive per se, if your regular commute includes a mountain range or a large incline, we’d seriously consider our options here.
The issue is you don’t know what you’re getting on each drive because there’s no consistency with the way in which the battery runs out of puff. Even a momentary lift of the accelerator is enough to put a small amount of charge back into the system, but soon after reapplying the accelerator it will once again revert to petrol power alone.
For what it’s worth, this is not an issue we’ve encountered in Toyota’s series hybrid models either.
If your commute doesn’t include big inclines, there’s every chance the battery issue won’t surface. We’d recommend taking one for a drive around the block to see for yourselves.
What is the MG3 like inside?
The 2024 MG3 brings a significant uplift in cabin presentation, space and functionality too.
A quick look around the cabin reveals a much more thoughtful design replete with numerous hidey holes, cubbies and deep door pockets.
A new rotary dial gear selector liberates more room for odds and ends, while the streamlined centre dashboard fascia has opened up space for storage underneath. This in itself puts huge reliance on the centre touch-screen for basic commands, when in fact more physical buttons and switchgear would be a better alternative.
Elsewhere, the front seats are comfortable and there’s an open, unobscured driving environment. About our only complaint in terms of driving position is a lack of reach adjustment on the steering wheel.
The contact materials look and feel quite smart, too. Granted, there is an occasional scratchy plastic, but that is par for the course in this segment and at this price point.
By comparison, things feel a bit more claustrophobic from the rear seat – though certainly in keeping with the rest of the segment and not at odds with the MG3’s smallish size: 4113mm long (+58mm), 1797mm wide (+68mm) and 1502mm high (-7mm), riding on a 50mm-longer 2570mm wheelbase.
The wheelbase extension has wrought more legroom for rear seat occupants, who are also treated to a solitary USB port and rear air vents.
The rear seats stow and also include ISOFIX attachment points on the outbound pews, plus three top tether points across the bench.
The MG3’s 293-litre boot offers enough space for a full-size suitcase or a couple of overnight bags.
Unfortunately, while petrol variants gain a space-saver spare tyre, the hybrid version trades any kind of spare tyre in for an inflation kit.
Should I buy an MG3?
There are many more reasons to buy an MG3 than before with this latest iteration.
The new-generation 2024 MG3 is fundamentally better on-road, offers stronger cabin execution and tech and safety which (for the most part) works quite smoothly on this first impression.
Equally, while the value equation has changed, the reality is the MG3 manages to uphold the affordability card amid a shrinking light car segment.
But it’s clear the MG3 is still lacking some polish. So for that reason, it becomes a good light car option, without being truly great.
2024 MG3 Hybrid+ Essence at a glance:
Price: $29,990 (plus on-road costs)
Available: Now
Powertrain: 1.5-litre four-cylinder petrol-electric
Output: 75kW/128Nm (electric motor: 100kW)
Combined output: 155kW
Transmission: Three-speed automatic
Fuel: 4.3L/100km (ADR Combined)
CO2: 100g/km (ADR Combined)
Safety rating: Not tested