Kia Carnival vs MG Mg7

What's the difference?

Ok, here's the rub. Everything you just read could well be pointless. You like the Carnival. In fact, it sometimes makes up close to 90 per cent of the sales in its segment, and outsells all of its competitors combined.

So whether I like it or not, I suspect you'll be buying one anyway.

But I can say this - the new Carnival improves the formula right across the board. Well, everything except for price.

In a world obsessed with SUVs and electric powertrains, a mid-size petrol sedan almost feels rebellious. But the MG7 kind of is. A sleek fastback with a turbocharged engine, a sporty edge and a price that makes you look twice - it’s a compelling combination. There are some drawbacks for families in efficiency and back-seat practicality but it's not a bad offering for those wanting something a bit more fun than an SUV.

Surely the greatest trick the Carnival pulls off, and it does so convincingly, is that it manages to make something so quintessentially uncool, the people-mover, and make it look good. Somehow sporty, even.

I like the Carnival's big, bold and blacked-out front end of the GT-Line, and with its two-tone 19-inch alloys, wide stance and low ride height, it looks almost like some mad attempt at a JDM tune car, rather than a sensible people mover.

Elsewhere, the boxy profile, the sharp body creases and the third-row compartment that kind of juts over the rear tyres like a house that's been extended all somehow work, and give the Carnival far more street cred than you might expect.

Inside, we spent time only in the flagship GT-Line and its GT-Line Lite sibling, and both present as calming, comfortable spaces, and Kia's minimalist approach to combining the climate and audio controls into a single strip (it's functionality can be changed by pushing a button) helps keep the cabin fuss free.

The tech in the top-spec models feels modern and on-point, too, and the materials are all nice under the touch. Be warned though, the cabin plastics get progressively worse the further back you sit, and the third row is cocooned by hard and scratchy plastics.

The MG7 is genuinely good looking. The fastback roofline gives it a sleek silhouette, and there’s a confidence to the way it carries itself.

The blacked-out badging, quad exhaust outlets, 19-inch Michelin tyres and red brake calipers all lean into that sporty brief. It looks fast standing still. The frameless doors are a nice touch, and the retractable rear spoiler adds a bit of theatre and fun.

Inside, the cabin follows through on that upmarket intent. Deep burgundy leather and synthetic suede are used generously throughout, giving it a sumptuous feel. Although, my husband joked that he wouldn't be able to drive it during State of Origin... sorry, Queenslanders!

There’s less reliance on piano black trim, which I appreciate as it scuffs easily, and most surfaces look well-finished. The integrated headrests up front give the illusion of proper sports seats but I do wonder if the interior would pop half as well if it was finished in the optional black.

The dashboard is dominated by a wide digital display incorporating a 10.25-inch instrument cluster and a 12.3-inch media screen. The panoramic sunroof helps keep things light and airy, and while there aren’t many physical buttons or dials, which is usually a gripe of mine, the overall execution feels cohesive and premium for the price point.

The Carnival measures 5115mm in length, 1995mm in width and 1775mm in height, and it rides on a sizeable 3092mm wheelbase. 

And those mini-van dimensions have a predictably positive impact on luggage space, with room growing from 627 litres with all seating rows in place, to a massive 2827 litres with the third row stowed.

The key practicality perk here, though, is space, and lots of it. At 175cm, there was ample room for me in the middle row, and you can configure the cabin to your liking, too. You can slide the row on rails, for example, to prioritise leg room where you need it, and the middle seat folds down to reveal cupholders in a kind of hard plastic travel tray.

But even in the third row I could easily get comfortable, though head room begins to get a little tighter. There are cupholders and USB connection points, too, and I can honestly say you could send full-size humans back there and not feel overly guilty about it.

The Carnival will tow 2000kgs braked, too.

Up front is where the MG7 feels most generous. The electrically adjustable front seats are comfortable and supportive for daily driving, although extendable under-thigh support would help reduce fatigue on longer trips. You do get heating for both the seats and the steering wheel but having to dive into the media menu to activate them is annoying.

In the second row, legroom is respectable for a mid-size sedan. Headroom, however, is tighter thanks to the fastback roofline and panoramic sunroof. Tall teenagers won't feel like they can sprawl out but younger kids will be fine. The second row features two ISOFIX child seat mounts and three top-tether anchor points but two child seats will fit best. Bending down to buckle in a child will remind your back why SUVs became all the rage, but it's certainly doable.

The seats in the second row are thickly padded and comfortable, and the fold-down armrest sits at a good height to lean on. Amenities aren’t especially extensive given there’s only one grade available, but you do get a couple of cupholders, map pockets, directional air vents and two USB-C ports.

Storage in the front row is about what you’d expect for a car of this size. There’s a decent glove box, a shallow middle console, large door bins and some handy little nooks near your knee. A sunglasses holder and a dedicated phone cradle with wireless charging round things out nicely. The wireless charger can lag a little in topping up your battery, and it's quick to overheat your phone - added ventilation would be a big help here. However, there’s also a 12-volt socket and two USB-C ports if you prefer a cable.

The media system itself is responsive and largely intuitive, although the touchpad-style controls on the dash feel slightly back-to-front in use. On the plus side, it’s very easy to flick into Sport mode and open up the exhaust using the cluster controls, which adds a bit of fun to the daily drive.

The boot offers 375 litres of capacity, which is on the smaller side for the segment. Comparatively, the Sonata N Line offers 480L, the Skoda Sportline 600L and the Camry 524L. That said, it’s been perfectly usable for grocery runs and the odd road trip this week. You do need to load bulkier items further back toward the seats to work around the sloping fastback design. A powered tailgate adds convenience, and there’s a temporary spare tyre underneath, which I always prefer to a repair kit.

For now, the MG7 is offered in a single grade, the Essence, priced from $44,990 before on-road costs.

That positions it just above the Skoda Octavia Sportline, which starts from $44,490 MSRP, although the Skoda doesn’t match the MG7 feature for feature. In terms of features and styling, it’s closer to the Hyundai Sonata N Line, which opens at $56,500 MSRP. And then there’s the segment darling, the Toyota Camry SL, from $53,990 MSRP, happily flexing its hybrid efficiency credentials.

On price alone, the MG7 looks competitive. On specification, it starts to look like a bit of a statement. You get leather and synthetic suede upholstery, heated and electrically adjustable front seats, memory function for the driver’s seat, a heated steering wheel, a panoramic sunroof and 19-inch Michelin tyres.

Technology feels well thought out and a large centre display houses a 12.3-inch media system, paired with a 10.25-inch digital instrument cluster that appears larger than it is thanks to the integrated touch controls. There’s wired and wireless Apple CarPlay and Android Auto, built-in satellite navigation, 256-colour ambient lighting and a 14-speaker Bose sound system.

Practicality hasn’t been overlooked either. A powered tailgate, temporary space saver spare wheel, dual-zone climate control, acoustic door glass, rain-sensing wipers and a 360-degree camera system round out the package.

There are two ICE options on the table here. The first is what I reckon is the lesser of the two, a 3.5-litre petrol V6, producing a rev-happy 216kW and 355Nm.

The better option, I think, is the 2.2-litre, four-cylinder diesel, which makes 148kW and 440Nm, and just suits the nature of the car a little better.

Both pair with an eight-speed automatic, and send their power to the front tyres.

The MG7 has a 2.0L, four-cylinder turbo-petrol engine producing up to 170kW of power and 380Nm of torque. That’s pretty gusty compared to its nearest rivals, although the Sonata N Line still beats it with its 213kW/422Nm outputs. The Hyundai is more of a dedicated sports model. Still, with these outputs the MG7 manages a 0 -100km/h sprint in a swift 6.5-seconds!

Power is delivered to the front wheels and the nine-speed auto transmission punches through its gears relatively smoothly. You can also flip it into Sport mode, where gear changes become more pronounced.

Overall, the whole setup creates an engaging on-road experience without lulling you into any false pretences. The MG7 is not a racer, even though it looks like one, but it holds its own.

The petrol engine will sip a claimed 9.6 litres per hundred kilometres on the combined cycle, and produce 220g per kilometre of C02. The diesel lowers both those numbers, to 6.5 litres and 170 grams.

Both models are fitted with a 72-litre fuel tank, which means you’ll be sailing well north of $100 to fill one up.

The MG7 has a claimed combined fuel consumption figure of 8.0L/100km. With its 65-litre fuel tank, that equates to a theoretical driving range of up to 812km.

That places it broadly in line with the Hyundai Sonata N Line, which claims 8.1L/100km, although the Hyundai delivers stronger engine outputs. The Skoda Octavia Sportline is notably more frugal at 6.1L/100km, while the Toyota Camry SL continues to dominate the efficiency conversation with its 4.0L/100km hybrid figure.

In real-world driving, expect that 8.0L/100km claim to creep up. Even after a week consisting mostly of longer highway stretches, my trip computer was sitting at 8.6L/100km. That’s not wildly unexpected for a turbo-petrol engine, and it’s hardly alarming, but efficiency is a major consideration for families. Against hybrid rivals, it doesn’t win that particular argument.

Combined CO2 (ADR 81/02) emissions sit at 183g/km, which is comparative to the Hyundai Sonata N Line but not as low as its other rivals.

MG recommends a minimum 95 RON unleaded petrol to be used.

Forgive the horrific paraphrasing, but it seems rumours of the death of diesel have been greatly exaggerated, at least when it comes to the Kia Carnival.

Get this – diesel sales make up some 90 per cent of the Carnival's total haul, with petrol providing a pittance towards the sales total, presumably being picked up by fleet buyers.

And to be honest, that means nine out of 10 people are making the right choice here. Yes, the petrol makes more power, but it's the torque on offer from the diesel that makes pushing the Carnival around feel far more effortless.

The petrol engine can definitely get you moving, but it feels a bit too rev-happy and thrashy when you really put your foot down, and its significantly thirstier to boot.

The diesel isn't perfect – the thrum of the engine is a constant companion whenever you put your foot down, and there's actually too much torque on offer at times, like if you're accelerating up hill from a standstill on a damp road, and so the front tyres can scrabble and scramble for grip.

But it otherwise so perfectly suits the nature of the Carnival that it is definitely the best and most satisfying choice.

Another big change for this update is the fact that Kia's complete ride and handling program has been rolled out here. Kia says local work done on the outgoing car, the one this replaces, was curtailed by Covid and bushfires, and so ended up being done by correspondence.

This one, though, has had the whole enchilada thrown at it, and it shows. They've succeeded in making a bigger car feel smaller around you. It's not a sports car by any measure, but nor does it ever feel too big and unwieldily.

Part of that is down to the steering, which is direct and confidence inspiring, but mostly I suspect it's because of the ride, which is firmer than you might expect in a family hauler, but also offers a connection to that road below that makes you feel in control.

Whether a firm-ish ride is a perk or negative is up to you, but it definitely works for me.

Power delivery in the MG7 is smooth and responsive, and it doesn’t take long to feel confident with the turbo-petrol engine. For a bit of extra fun, flick it into Sport mode and open the exhaust; gear changes become more pronounced, and the engine note gets noticeably throatier. It’s not a performance sedan, but it’s definitely engaging on the road.

Handling is another highlight. The steering is responsive and firms up depending on your selected drive mode, and the low-slung stance helps the car feel surprisingly nimble in corners. That said, it’s not always surefooted when accelerating out of tight bends, which reminds you that the MG7 is sporty but not track-focused.

Visibility is adequate but not perfect. The thicker pillars, lower roofline, and relatively small windows do make the cabin feel a touch enclosed, and there’s some road noise, which is enough to remind you it’s not a luxury saloon, but it never becomes intrusive.

The MG7 feels agile in tighter spaces, and the 360-degree camera system is high-quality. Parking is straightforward, which frazzled parents will appreciate.

The MG7 has a maximum five-star ANCAP safety rating from testing done in 2025 and scored well across its individual criteria with 88 per cent for its adult protection, 85 per cent for child protection, 80 per cent for vulnerable road user and 81 per cent for its safety assist.

Passive safety items include seven airbags including a front centre airbag and curtain airbags covering both rows. Families will like that there are two ISOFIX child seat mounts and three top-tether anchor points but realistically, two child seats will fit best. There are also powered locks for the rear windows and intelligent seatbelt reminders for all five seats. Parking is easy with the rear parking sensors and 360-degree view camera system.

Active safety includes forward and rear collision warning, lane keeping aids, lane departure warning and prevention, blind-spot detection, side exit assist and a relatively unobtrusive driver monitoring system.

Other highlights include emergency lane keeping, which will activate when there’s no response from the driver and the rear cross-traffic alert also gets assisted braking. The adaptive cruise control is fairly well-calibrated and it’s a bonus having the emergency call functionality, although it seems to connect to an MG service line, rather than directly with emergency services. And you have to select which country you’re in before it activates, which might not be a delay you want when you really need it!

There’s autonomous emergency braking with car, pedestrian and motorcyclist detection and it's operational from 4.0 – 85km/h and up to 150km/h for car detection but it is more typical to see that top figure closer to 180km/h.

Like all Kias, the Carnival arrives with a seven-year, unlimited-kilometre warranty, with capped-price servicing throughout.

Kia’s servicing costs are higher than some of its competitors, though, so you might want to compare them, as well as compare what’s included, and the diesel model will usually cost slightly more to maintain than the petrol version.

Service intervals are every 12 months or 15,000kms, and while the brand is still finalising the petrol servicing costs, the diesel prices are $386, $682, $480, $869, $434, $845 and $461, covering the first seven years of ownership.

MG backs the MG7 with a seven-year, unlimited-kilometre warranty. If you service exclusively through MG service centres, that coverage can be extended to 10 years or up to 250,000km, which makes it one of the more generous warranty offerings currently available.

At the time of this review, servicing intervals and service prices haven't been set for the MG7. It's fairly easy to secure servicing for an MG, as they have around 90 service centres nationwide at the moment.