We drove the Hybrid MG3: Entering the big league

• Price: NIS 127,000 - NIS 129,000
• Competitors: Toyota Yaris, Suzuki Swift, Seat Ibiza
• What We Liked: Powertrain, equipment, road behavior
• What We Didn’t Like: Noise insulation, build quality, rear space, and trunk capacity
• Rating: 8/10

The attempts of Chinese cars to break into the Western market, including Israel, have not met with great success. The electric revolution has changed the entire narrative. Suddenly, Chinese cars are being welcomed, and Israeli and European customers, who are usually conservative and suspicious, have suddenly become more accepting.

The best-selling car in Israel today is the Chinese electric BYD Atto 3, and Chinese cars hold a significant share of car sales, slightly above 25%. However, most of them are electric, and almost all the rest are hybrid plug-ins.

The MG3 is a Chinese arrival in the hybrid car segment. Internationally, the hybrid supermini category is small but high-quality, featuring cars like the Toyota Yaris, its twin the Mazda 2, Renault Clio, Honda Jazz, and moderate hybrid cars like the Peugeot 208 and Opel Corsa.

In Israel, however, the Mazda 2 is sold in its old version, and the others are not imported due to their high prices. Thus, the Toyota Yaris is the only hybrid it competes against. To be honest, the fact that the Yaris is the only hybrid does not mean the competition is easy. This car effectively defines the category. Therefore, the MG3 also targets customers of the moderate Suzuki Swift hybrid and the popular gasoline superminis, Mazda 2 and Seat Ibiza (and its counterpart Skoda Fabia). The popular Hyundai i20 has not been imported since the Turkish embargo was imposed in April.

Design and Finish:

Design is a subjective matter, but even if we try, we cannot say that the MG is a stunning car. It looks decent, with a slightly bulbous front, alongside a grille with lines that could be interpreted as somewhat sporty. The side has many lines that create a lot of visual noise. Some may love this, while others may not. The rear resembles many other cars and will not stand out or be immediately identified as an MG.

Inside, however, the story is entirely different. We received a version with a color combination of black and white. The cabin feels young and fresh, with an elegant shelf in the middle of the dashboard where the multimedia screen (10.25 inches) and the digital instrument panel (7 inches) are located. Even the seat upholstery feels special and looks luxurious compared to what is typical in this category.In terms of material quality and assembly, the MG impresses less. The plastics are simple and rough, standing in direct contrast to the promising design. The build quality is also not impressive, particularly regarding the console between the seats.

Space, Equipment, and Ergonomics:

The MG is not a small car. Note the dimensions compared to other cars in the category in parentheses (Yaris, i20, Clio).Length: 4.11 meters (3.94, 4.08, 4.05), Width: 1.80 meters (1.75, 1.78, 1.73), Height: 1.50 meters (1.50, 1.45, 1.43). The wheelbase, on the other hand, is very similar to all the others, at 257 cm.

So the dimensions are relatively large. Compared to the specifications, the interior space is unremarkable but definitely good. An average-height adult can sit behind another adult of similar height. The rear legroom is good. The headroom is less successful, and if you lean your head against the headrest, you will feel the roof brushing against your head.

The rear seat also offers non-standard air conditioning vents for this category, one USB outlet, large windows, and primarily the same youthful and fresh color combination we encountered in the front. The trunk is on the smaller side of the category (293 liters), slightly larger than the Yaris and significantly smaller than the Ibiza and Clio.

Let’s return to the front. The driver’s seat offers a seating position that will be great for most drivers. Even at its lowest position, it is quite high, with excellent forward visibility thanks to the low dashboard and the gap between the side pillars and mirrors. Two points against the driver’s seat are the steering wheel that does not adjust for depth, dictating a somewhat closer seating position than desired, and a small rear window. The latter is not particularly obstructive, as the surround cameras with a 360° function make parking a breeze.

Speaking of equipment, there is really nothing lacking here. There is a large multimedia screen, connections for Android Auto and Apple CarPlay, seat and steering wheel heating, a dedicated app to control various functions, and a sunroof that can be added to the more equipped version. The list of safety systems is extensive, but we will elaborate on that later.

Ergonomics is not great but not bad; it's mediocre. There are physical buttons that help perform some actions quickly, yet like many Chinese cars, there are many submenus and scrolls to navigate to reach the desired function. Most important actions, except for air conditioning adjustments, can usually be accessed with a single click or from the steering wheel.

Engine and Performance:

Finally, we come to the most important section - the powertrain. Here, a combined surprise awaits. The arrangement here is not similar to the standard setup of the Yaris. The MG3 has a 1.5-liter gasoline engine that operates on the Atkinson cycle (to save technical detail, let's just say it’s fuel-efficient). The output stands at 102 hp, and the electric motor has an output of 136 horsepower. The combination of the engines results, on paper, in a particularly strong output - 194 horsepower. Joining them is a large battery compared to hybrid cars (1.83 kWh).

The engine is paired with a transmission with only 3 gears. Why? Because most of the time, the engine acts as a generator that charges electricity in the battery, and only in certain situations does it connect directly to the wheels and drive them.

The way this works on the road is fascinating and proves that what happens on paper and what occurs in reality can be identical or as far apart as east from west; it all depends on the situation. In regular driving, the small MG feels very strong. It accelerates with the quickness reserved for electric cars but continues with the combination of engines to climb joyfully to triple-digit speeds. The utilization of the electric motor is very good most of the time, and driving in the city will primarily rely on the one that loves electrons, quietly and economically.

The combination between the engines is not the smoothest, and sometimes the gasoline engine integrates in a somewhat coarse manner, or it climbs to high, noisy revs to charge the battery at a sufficient pace. It is hard to find many places where both motors work together to express the full 194 horses, but there are many situations where one of the motors struggles a bit.

The best example is the climbs to Jerusalem. On the long climb from the Judean Gate to Shoresh, the battery depletes, and the gasoline engine, with its 102 modest horsepower, cannot carry the car uphill and charge the battery sufficiently for the electric motor, even in sport mode. Continue a few more kilometers, and on the descent toward Ein Hemed, the battery recharges. It is important to note that although this is a hybrid car, there is a regenerative energy system like in electric cars with different modes so that the battery can be charged relatively quickly. With a charged battery, you will reach Castel, and suddenly the car that struggled to climb will leap upward enthusiastically and have no trouble leaving the creeping traffic behind.

This duality also applies to fuel and energy consumption. In the city, where the electric motor is optimally expressed, fuel consumption is very low. In our drive, which included many traffic jams and slow suburban traffic in the afternoon, the car achieved an impressive figure of 20 km per liter. In high-speed intercity driving, fuel consumption dropped slightly, and overall it stood at about 18 km per liter. The figures will be wonderful for those who drive a lot in the city, but those who travel moderately on long intercity trips will not be particularly impressed.

Travel Comfort:

The small car transmits surprising maturity on intercity roads, with a correct balance between absorbing bumps and controlling the body. It is not too soft; it absorbs all the good that intercity roads throw at it without crashing on one side, but it also does not completely mask the movement. Passengers will know that the MG has encountered a pothole or a road joint, but it won’t become something disturbing. The absorption capability in the city is slightly less good. The small car feels a bit stiff and moves quite a bit on the suspension when it encounters sequences of bumps. Overall, the suspension absorbs most of the shocks and speed bumps well, but hard bumps or sequences of bumps can make it move more than necessary.

Intercity driving suffers for another reason: Noise insulation. Here, one can definitely feel the savings required from cars in this category. Already at around 90 km/h, one can hear clear road noise and some wind noise. When the engine is called into action, it is also clearly audible, and within the city, certain suspension noises join the party.

Road Behavior:

We have already mentioned the successful tuning of the suspension, which also holds true in driving. The car corners predictably and safely, the suspension keeps it close to the road, and the lean is quite modest. The small car’s response to throttle relaxation leading to a clear entry of the nose into the turn is very surprising. Although the tires are not the best available, the car feels very predictable and safe. Were it not for the light and disconnected steering, this could have been a very enjoyable driving car.

In the city, it feels small enough to squeeze into any alley and parking space. As mentioned, the surround cameras allow it to navigate tight places, the light steering helps with maneuvering, and the electric motor allows it to be very quick between traffic lights.

A significant downside for the MG is the safety systems. As mentioned, the list is long, and when the adaptive cruise control works, it allows for remarkably relaxed driving in traffic, including a good “stop and go” function. But the systems simply do not stop beeping. We truly tried everything to soften the hysteria of the lane departure system, which activates well before reaching the lane marker, and the collision warning that identifies every shadow as Everest. In certain cases, the car beeped without explaining what and why.

In the end, we had no choice but to disable most of the systems before every drive. Perhaps these systems are meant to save lives, and it’s true that they contribute to a high rating in crash tests. But if the cacophony is too great, in the end, most drivers will simply turn them off to gain some peace. Calm and focus are preferable on the road. Here we note that this is a problem that applies to many new cars and not just the MG.

Bottom Line:

Every car is good for certain uses, and in the case of the MG, these uses are clearer than explosions in Nasrallah's bunker. The small Chinese car is quite a good urban vehicle. The combination of engines ensures long periods of electric driving without needing to charge the car every night like plug-in cars. Thus, very good fuel consumption is achieved. Additionally, good visibility, reasonable comfort, surround cameras, and light steering all contribute to a successful driving experience in the city.

If you are planning long trips, the MG will not be the perfect car. Firstly, fuel consumption is good but not exceptional due to the unique characteristics of the engine combination. Another significant weak point is the inadequate noise insulation, which detracts from the experience. Also, the trunk is not the largest. It’s not a car that cannot perform the task, and it will offer impressive comfort. However, in the end, there are cars that will handle intercity tasks better.

And then we come to the price: NIS 127,000 - NIS 129,000 (NIS 118,000 - NIS 125,000 during the launch month) positions it as a cheap hybrid but not dramatically so. The Yaris, for example, will cost NIS 8,000 - NIS 9,000 more (7%+). Does the gap justify the purchase? That’s a personal question. There’s no doubt that in the hybrid battle, the MG offers superior space, rich equipment, and an interesting powertrain. Only time will tell if this is enough. The price allows competitors without hybrids, like the Seat Ibiza, which is NIS 12,000 cheaper, to narrow the economic advantage of the MG due to better fuel consumption.

The MG also holds another strong card, a 7-year or 150,000 km warranty—an unusual figure that recalls how Kia made its mark in the Israeli consciousness. I’m sure MG would be happy to reach the places Kia has over the years.

Technical Side: MG3

• Engine: Hybrid gasoline, 1,500 cc
• Maximum gasoline power (hp): 102 at 6,000 RPM
• Maximum gasoline torque (kgm): 13 at 4,500 RPM
• Maximum electric power (hp): 136 at 4,500 RPM
• Maximum electric torque (kgm): 25.5, 0-3,400 RPM
• Maximum combined power (hp): 194

Transmission, Drive: 3-speed automatic transmission, front-wheel drive.

Dimensions:

• Length (meters): 4.113
• Width (meters): 1.797
• Height (meters): 1.502
• Wheelbase (meters): 2.570
• Trunk (liters): 293
• Curb weight (kg): 1,298

Performance (Manufacturer):

• 0-100 km/h (seconds): 8
• Maximum speed (km/h): 170
• Fuel consumption, manufacturer (km/l): 22.7
• Fuel consumption, test (km/l): 18

Safety:

• Euro crash test rating: Not yet tested
• Active safety: Autonomous emergency braking in forward motion, adaptive cruise control, blind spot monitoring, driver fatigue and distraction alerts, lane departure control.

Warranty:

• 7 years or 150,000 km for the car, 8 years or 150,000 km for the battery.