MG 3 vs Mini Cooper

What's the difference?

Aside from its safety shortcomings and underwhelming powertrain, it’s easy to see why the MG3 has become a successful part of the brand’s line-up. If you’re driving around a rural centre like I was, it makes a lot of sense.

Whether you choose the Excite model, which has a bit more visual pizzazz, or the Core model, which is our pick of the range, the MG3 is well priced, has the media tech buyers are after, is a charming looking thing that comes in a range of great colours, and is smartly packaged, too. 

Thanks to the team at Orange MG for assisting us with this the loan vehicle for this review. Head to Orange MG for more information.

It’s reassuring to realise that the British-built Mini’s German masters have not stood still over the past eight years.

This second facelift of the third-generation Cooper three-door hatch has freshened up the appearance on the outside, improved the look inside and provided a refined yet dynamic driving experience that fits in with the British brand’s reputation.

But the real shock is how reasonably priced the Classic Plus package is, especially when you consider that the Mini provides a truly unique proposition that’s backed by reassuringly high-quality BMW engineering.

A Cooper offering decent value-for-money? In 20 years, that’s certainly a first worth celebrating.   

It’s a fresh looking thing, the MG3. 

From its attractive front-end with “London Eye” LED daytime running lights, its Euro-look angular front bumper and chrome-trimmed grille, and its angular window lines, it really does have a distinct personality.

It looks a lot more modern and enticing than the first version of the MG3 sold here, and I have no doubt that a lot of buyers of the MG3 have been attracted by its sharp styling first and foremost. MG has done a tremendous job of creating a family look - it just happens that the family looks like it has been taking good care of itself, keeping active and trim, too.

The rear end isn’t quite as attractive, with the vertical tail-lights making it seem taller than it is. It’s still a nicely sculpted back-end, though.

On the Core model you’ll get some lower blacked-out design trim bits, and the wheels fitted are 15-inch alloys. 

The Excite model seen here is a little more, dare we say it, exciting to look at. That’s down to its body kit, consisting of lower chrome elements on the front bumper, a set of black side skirts, and a hatch-mounted rear spoiler. You get 16-inch alloy wheels, too. 

In terms of dimensions, it’s closer in size to the Kia Rio than it is the Picanto. With a length of 4055mm (on a long-for-its-size 2520mm wheelbase), a width of 1729mm and height of 1504mm, it’s a pretty chunky little unit. 

It is rather conventional in the way its interior is designed, however - there’s no sliding second row (like the Suzuki Ignis) or flip-folding seats (a la the Honda Jazz). Check out the interior pictures below to see for yourself.

Yes, even after all these years. After all, BMW’s Mini has been more successful commercially than BMC’s original ever managed, primarily due to a massive uptake in the United States and China.

You can see why. The pert bug-eyed looks, frameless doors, chunky cabin, circular interior themes and, of course, the reputation put it in a unique place amongst today’s far more homogenised small car alternatives.

Interestingly, the most recent update in early 2021 has resulted in a sleek and more-focused look that moves away from the over-the-top caricature of previous iterations, though the black band around the nose cone might take some getting used to. Even the OTT Union Jack tail-light LEDs seem toned down.

And, like we said, there’s nothing like it on the market anymore. Once upon a time, close (if not exactly direct) opponents included the Alfa Romeo Mito, Audi A3 three-door, Honda CR-Z, Hyundai Veloster, Peugeot 208 GTi, Volkswagen Beetle… but they’re all gone.

If you’ve owned the same old car for years and you’re setting foot in an MG3 for the first time, you’ll probably feel amazed that you can get an interior with interesting finishes, a high-tech screen and decent materials at this price point.

Earlier versions of the MG3 were nowhere near as good inside as the current model, which has been on sale since 2018. It’s not perfect, but there are plenty of things to like.

The seats offer plenty of adjustment, including a huge amount of height adjustment for shorter drivers. The seat is comfortable, though some drivers might find it hard to get the right position: there is no reach adjustment for the steering wheel (only rake adjust), and you can’t adjust the seatbelt height, either. 

I really like the seat trim which is a broad tartan design (with “synthetic leather” bolsters and contrast stitching in the top-spec Excite), mirrored by an etched tartan aluminium trim piece on the dashboard - it looks really smart, even if my OCD radar was set off by the fact the trim wasn’t aligned to match perfectly between the cushion sections. Take a look at the interior pictures to see what I mean.

There are some really nice elements to the cabin. Things like the 'lock' and 'unlock' button on the driver’s door, which looks like it has been stolen directly from Audi’s parts catalogue. The same can be said for the speedo instrument font. 

There’s no doubt that it’s built to a price, but it doesn’t feel anywhere near as cheap as you might expect. We’ve criticised Audi, VW and Skoda for cutting costs with hard plastic trims on doors and dashboards, and the MG has plenty of hard plastics, too - but it’s expected at this price, not double it.

There’s a standard 8.0-inch touchscreen media system with AM/FM radio and Bluetooth phone and audio streaming, plus USB connectivity and smartphone mirroring - meaning you get Apple CarPlay, essentially negating the need for sat nav if you use an iPhone. You can option a GPS navigation system on the Core model, but satellite navigation comes standard on the Excite. There's no Android Auto mirroring available at all, though.

In previous models from the SAIC stable - including the LDV T60, and MG ZS - I had troubles with the media screen, but the version in the MG3 Excite I drove was quick and problem free, even when disconnecting and reconnecting my phone multiple times. 

There are other little things that could be improved, like the fact the trip meter is difficult to navigate, and there’s no digital speedometer. Also, the digital climate control in the Excite model shows up on the media screen, though by way of a graphic rather than a temperature number. In the base model Core there’s a simpler manual a/c system. 

The steering wheel has a part leather trim with perforated edges which makes it look and feel a little bit sporty – and it has a flat bottom as well, which will appeal to the sporty-minded buyer. There are stereo and cruise control buttons on the wheel, but the stalks behind are “back to front”, with the left stalk for indicators and lights, and the right for wipers. 

As for storage, up front there is a single cup holder between the seats, a couple of small storage sections including a trench for a wallet, and another storage section in front of the gear selector - that’s where the MG3’s single USB port is, too.

The front door storage includes bottle holders, and there are soft padded elbow pads on the front doors - which is more than we can say for some of those aforementioned Euro brands.

With the driver’s seat set in my position (I’m 182cm tall), I had enough back seat space to be comfortable. There was enough knee room and toe room, and reasonable headroom if I sat perfectly still - although the slightest tilt of my head to the outer side of the car saw my noggin contact the headlining. Rear seat comfort is okay - the backrest is a firm, but there’s good visibility out the windows. There are dual ISOFIX child seat anchor points, and three top-tether points for baby seats. 

In the back the storage is minimal. There are two map pockets, but no door pockets, and there’s no flip-down centre armrest with cupholders. But there is one large pocket in front of the middle-seat rear passenger which would do for a bottle. The back seat also misses out on soft elbow pads on the doors. 

Boot space is good for a car in this size segment. You’ll only really do better if you buy a Honda Jazz or Suzuki Baleno, as the MG3 offers a deep and boxy cargo zone, with a cargo capacity of 307 litres to the cargo cover. 

Need more luggage capacity? The back seats fold down in a 60:40 split, alleviating 1081L of space - though the load-through is limited as the seats don’t fold completely flat. Or you could fit a roof rack. 

From the moment you open the light yet solid front door, it’s obvious that the Mini is a different type of small car.

The frameless doors give it a hardtop feel, though it’s a shame the necessary thick B-pillar doesn’t allow for the rear windows to find down for a truly ‘60s American hardtop-style open side experience.

The Classic Plus’ standard front seats are a highlight. Superbly supportive and with extensive adjustment permutations so even taller and heftier folk can find the right position, they help create a snug yet not cramped environment, with a low, focused driving position that’s easy to get comfy behind thanks to endless column and seat adjustability. One does peer over that bulky dashtop though.

The 5.0-inch black-panel instrumentation redesign does much to reduce the old Mini tweeness inside, with motorcycle-style digitised analogue-look dials and fresh new graphics and functionality (with new ‘favourites’ shortcuts added) for the rectangular centre multimedia screen. Based on BMW’s excellent iDrive system, it’s all easy and intuitive to operate.

However, that dash is looking old and messy now, with its small letter-box screen and messy buttons, though the toggle switchgear is pleasant to operate and adds to the Mini’s sense of occasion too. The kerbside mirror won’t automatically dip in reverse, and Android Auto users aren’t accommodated like Apple CarPlay users are.

Still, storage is sufficient for most peoples’ needs as long as the things they need put away aren’t too large, backed up by a foldable armrest-cum-cubby and handy pair of big cupholders ahead of the gear lever – which is an ex-BMW design that takes a minute to get used to but works just fine.

For a three-door four-seater coupe, practicality is better than you might imagine, aided by good all-round vision and thoughtful packaging.

Access to the rear is obviously not going to be the Hatch’s easiest party trick, but a single-action lift-up latch that slides and automatically returns the front seat back to the original spot helps enormously. It’s not too much of a struggle sliding between seat and pillar as well.

Once sat out back, you’ll find a firm but inviting bench and backrest (for two), a pair of cupholders and map pockets, a trio of cupholders as well as elbow rests incorporated into the side panels. All double up as receptacles for odds and ends. Lots of glass and those upright pillars impart a surprisingly spacious feel.

Speaking of back-seat room, because it’s only a two-seater configuration, there’s a welcome amount of acreage for elbows, shoulders and bottoms, while legroom isn’t too bad for a 178cm adult sat behind themselves. There’s nothing cramped or oppressive in the Classic Plus we’re in, save perhaps for the endless black trim.

However, betraying the F56 Cooper’s age, while the front centre-armrest sited smartphone charger is accessible to rear-seat occupants, there are no USB ports of any variety or overhead lighting in this sunroof-equipped example. Nor will you find a folding centre armrest or overhead grab handles. In fact, the latter is only provided for the front-seat passenger.

Also, keep in mind that passengers cannot crack a window back there. 

Further back, a can of goo in lieu of a spare wheel means the boot floor is deeper than you might imagine, with a small compartment below the second floor for added hidden storage. Beyond that, it’s an F56 Mini, so a 211L capacity and a pair of 60:40-folding backrests into the cabin as your lot luggage-capacity wise.

If you want practicality Mini offers the F55 5DR Hatch (278L) or our favourite of the lot, the lovely Clubman with 360L. Or if you don’t mind your Mini looking like a gargoyle, the Countryman extends that again to between 405L and 450L depending on rear-seat position.

Let’s see what BMW introduced back in early 2021 that’s reignited our interest in the Mini.

Firstly, it brought in more standard equipment. Then some of the more popular personalisation options were bundled up into those packages. And, finally, a few exterior trim alterations here and there, as well as a restyled front bumper and alloy wheels, have freshened up the appearance.

The base Cooper Classic from $37,500 before on-road costs (ORC) includes automatic transmission (sadly a manual gearbox is no longer offered), LED lighting front and rear, cloth seat facings, piano-black interior trim, digital instrumentation, an 8.8-inch touchscreen, wireless phone mirroring and charging, digital radio, reverse camera, parking assistant (that steers the car into parallel spots automatically), front and rear parking sensors and 16-inch alloy wheels (with no spare).

On the safety front you’ll find six airbags, autonomous emergency braking (AEB), lane departure warning and adaptive cruise control with stop/go, among a host of other technologies.  See the safety section below.  

Personalisation packages are a big part of the Mini’s appeal, and the Classic offers at no-cost the choice of four exterior colours (white, black, red or blue), three roof/mirror cap/ combos (body colour, black or white), two alloy designs (five- or 14-spoke) and black or white stripes.

Our red test car was the Classic Plus from $41,000 plus ORC, which means keyless entry, more-bolstered ‘leatherette’ sports seats, front seat heaters, a panoramic sunroof, Harman Kardon audio upgrade, eco and sport extra driving modes, stronger window tinting and 17-inch alloys in either silver or black, as well as three additional colour choices (green, grey and silver). All for a surprisingly reasonable $3500 more.

This would be your Mini starting point, and not the Mini Yours from $46,000 before ORC, which is more a styling exercise with leather upholstery, fancier trim, ambient lighting and 18-inch alloy wheel options.

At the Classic Plus price point, rivals are scarce, and none with three-door hatchback bodies except for the smaller and outdated Fiat 500/Abarth 595 twins, while the Audi A1 and Citroen C3 are both presented in more pedestrian five-door hatchback guises – something that the F55 Mini 5DR Hatch competes against anyway.

The hardcore Toyota Yaris GR AWD pocket rocket perhaps comes closest in spirit but that’s more of a Cooper S JCW competitor, meaning the Mini Cooper really is in a space of its own.

Keen to know the engine specs for the MG3? Well, it’s pretty simple on the specifications front.

There’s just one motor available: a 1.5-litre four-cylinder non-turbo petrol engine, dubbed NSE Major by MG. 

It has class competitive outputs of 82kW (at 6000rpm) and 150Nm (at 4500rpm). It is only available with a four-speed automatic transmission and front-wheel drive. There’s no manual transmission available anymore - it was available in the earlier MG3s, but no more. 

While some competitors offer higher-powered flagship variants that act as the horsepower hero of the range, there’s no such variant in the MG3 range. Not yet, anyway. For now there’s just one engine size, no turbo, and no diesel or EV models to speak of either.

The tare mass/tare weight for the MG3 hatch is 1170kg, which is a bit heavier than a Mazda 2, but pretty much on par with a Kia Rio. 

Considering a caravan holiday with your new MG3? Maybe think twice - the maximum towing capacity is just 200kg. 

If you’re worried about engine problems, clutch problems, or have questions about the battery, gearbox, or the oil requirements, be sure to stay tuned to our MG problems page. And if you're curious about whether it has a timing chain or timing belt? It's a chain.

One of the stronger petrol engine families of the last decade is BMW’s B-series modular in-line units, in B38 1.2-litre and 1.5-litre three-cylinder, B48 2.0-litre four-cylinder and B58 3.0-litre six-cylinder formats.

The Cooper uses the B38A15M1, meaning a 1499cc 1.5-litre three-pot turbo featuring an aluminium block and head, a twin-scroll turbocharger, direct injection, variable valve lift (Valvetronic) and variable valve timing (Double VANOS).

It pumps 100kW of power at a peaky 6500rpm and 220Nm of torque from just 1480rpm to 4100rpm ­– enough for a 0-100km/h dash time of 8.2 seconds on the way to a 210km/h top speed.

Mounted transversely, it drives the front wheels via a seven-speed dual-clutch transmission (DCT) dubbed Steptronic in Mini-speak – a switch from earlier F56 examples from a few years back that used a six-speed torque-converter auto. The floor shifter has the typically-BMW back for up/forward for down shift pattern. For paddle shifters you need to step up to the Cooper S with the B48 2.0-litre engine.

The Mini’s UKL1 platform (Untere Klasse, German for ‘lower class’) modular architecture is spread between the F55 (5DR), F56 (3DR) and F57 (Convertible) models, and employs MacPherson-style struts up front and a multi-link rear end. A longer version of this also underpins the larger Mini Clubman and Countryman as well as BMW’s 1 Series, 2 Series (not coupe and convertible), X1 and X2.

The combined cycle fuel consumption claim - which is what the brand claims the vehicle should use across a mix of driving situations - is the same across the MG3 line-up: 6.7 litres per 100 kilometres.

During my time with the car - which consisted of exactly 100km of mixed driving - I saw an at-the-pump fuel economy return of 7.7L/100km, which is decent.

The fuel tank capacity of the MG3 is 45 litres - meaning a theoretical mileage per tank of about 580km. It runs on regular unleaded (91RON), too.

Just be aware, the filler neck of the fuel tank is a little less angled than some other cars, so you might find it can splash back when it ‘clicks’ the first time.

Running on 95 RON premium unleaded petrol, our Cooper managed a worthy 7.1L/100km in a fairly demanding mix of heavy urban commuting traffic and higher-speed performance testing. The trip computer was showing high-6s, so it wasn’t far off the truth.

The official figure should average out at 5.6L/100km, for a carbon dioxide emissions rating of 128 grams per kilometre. With a 44L fuel tank, the potential range-average is 785km.

You might think of MG as a sports car brand - that’s what they built back in history, after all, and those are the reminiscences the company is hoping you’ll have when you see the famed octagonal badge.

And of the current crop of models that MG sells in Australia, the MG3 is undoubtedly the sportiest. 

That comes down to its driving manners, steering and ride - but not the engine and transmission.

The powertrain feels to be lacking enough power and torque to make it feel light and zippy when accelerating. The automatic transmission doesn’t make the greatest use of the engine, and can be indecisive when climbing hills or when you ask more of the car. Oh, don’t even think about a 0-100 performance claim - no such number exists.

In urban driving at lower speeds it’s fine. Between traffic lights and encountering roundabouts, and there’s not much to complain about. It doesn’t have any lag or lurch from a standstill, and is smooth and quick enough to get away from rest, too.

It’s just once you start to ask more of the engine and transmission that you notice that things could be better. There is, at least, a manual shift mode for the transmission to allow you to take control of the shifts, and there’s a sport mode too, which will hang on to gears and quell the indecision of the transmission to a degree.

On the open road it gets along fine, sitting at the speed limit without much fuss - although once you encounter a hill, you will notice the speed drop off a little. And the cruise control seemingly has a bit of a mind of its own, with a set speed displayed at 100km/h, I noticed the speed varying between 90km/h and 110km/h, depending on the terrain.

It’s the road holding, grip, handling and steering that help it live up to the badge, with steering that has a nice hefty weight to it and good directness at pace or around town. It even offers a little bit of feel through the wheel, which is welcome. That grip was surprising given the tyres fitted to the Excite’s 16-inch alloy wheels (Giti GitiComfort 228 tyres in 195/55/16 size).

The ride is tuned with a firmer character to it than you might expect. It’s not to the point of discomfort, and nor is it fidgety or clumsy over potholes or sharp edges. And that tune for the Macpherson strut front suspension and torsion beam rear suspension means that it feels plenty grippy in corners. Over my drive loop - incorporating sweeping bends and tighter twists - the MG3 stuck itself to the road commendably, with no noticeable skittishness to speak of. 

Indeed, I kept thinking that the suspension tune reminded me of a VW, Skoda or Audi city car - assured, confident, and ultimately a bit of fun.

The braking performance was good, too - it pulled up true and straight under heavy braking, and offered decent response at city speeds, too.

One minor criticism was some noticeable wind noise from around the windscreen pillar / mirror area, which was evident at speeds from 70km/h up.

In a word, feisty.

Though only a three-pot turbo, the charming B38 1.5-litre engine is one of the best of the breed, offering a broad performance spectrum that allows it to rev cleanly and pull strongly all the way to the 7000rpm limit.

Additionally, the auto shuffles between its seven forward ratios seamlessly, for super-smooth progress.

However, around town, there is the usual momentary DCT hesitation from standstill, which can be quite frustrating if you’re in a hurry. Once that and the turbo wakes up, the Cooper will surge ahead with impressive determination, but instantaneous acceleration isn’t in this Mini’s repertoire. The previous, old six-speed torque-converter auto was far more immediate to throttle inputs.  

Note that selecting Sport in the drive mode kicks things along a little more urgently. As such, and at this price point, we’d like to see a pair of paddle shifters to add to that experience, especially now as there’s no manual gearbox on offer. The 'Green' eco mode, on the other hand, throttles things back to a slightly more leisurely pace to conserve fuel.

Minis are renowned for their direct steering and sharp handling, and the Cooper doesn’t disappoint.

At parking speeds, there’s heaps of electric assistance to make manoeuvring about easy – and don’t forget about the standard park assist system to lend a helping hand here – while out on the open road, the flat, precise and confident cornering imparts a wonderful sense of security and connection with the road that, for keener driver, is worth the price of entry alone.

Never nervous, yet always alive in your hands. Assisted by grippy Goodyear Eagle 205/45R17 rubber, you feel the expensive engineering going on underneath to keep everything in order and precisely where the driver needs the car to be. Even when caned along.

But… you also feel the at-times firm ride over the ragged urban streetscapes that Coopers will undoubtedly traverse most days, though it isn’t as abrupt or choppy as in previous iterations with this-sized wheel/tyre package. Plus, coarse bitumen surfaces make for a fair amount of road noise intrusion at times.

That said, if your regular commute takes in fresh, smooth roads, then the Mini shines.

If all this sounds awfully familiar, then keep in mind that the Cooper is very much a baby BMW in behaviour as well as demeanour.

Tested all the way back in April 2014, the F56 Cooper managed a disappointing four-star ANCAP rating.

Among other complaints, the organisation called out marginal driver chest and abdomen protection in a side impact, poor pedestrian protection in a frontal impact and a lack of sufficient driver-assist safety systems.

However, since then, the Cooper has been upgraded, and addresses the latter with standard AEB with pedestrian detection, Forward Collision Warning with braking pre-conditioning, Lane Departure Warning and assist, and adaptive cruise control with stop/go with speed limiter.

There’s also automatic parking, front and rear parking sensors, Emergency Assistance, runflat tyre indicator, six airbags (driver, front-passenger, front seat-mounted side airbags and side curtain), stability and traction controls, electronic differential lock, anti-lock brakes with Brake Assist and Cornering Brake Control, two rear-seat sited ISOFIX child-seat anchorage points and child-seat tether points behind the backrest.

Note that the tyres are runflat items, which are designed to be driven on straight after a blow-out or sudden pressure loss to safety.

I kept thinking about one particular thing over my time in the MG3 - the warranty. It’s such a great peace of mind move from the company to back its cars with a seven-year/unlimited kilometre warranty plan. 

If your brain works like mine, you could calculate it out and see the purchase of the MG3 completely differently: what about thinking of it as a $2500-ish-per-year investment, and at the end you get a free car…! The same can be said of the Kia Picanto and Rio, though.

That warranty should put your mind at ease when it comes to reliability, problems, common faults and issues, as any required fixes are set to be covered by the brand over that period. And buyers get seven years of roadside assistance included, too.

Maintenance is required every 12 months/10,000km, whichever comes first. That’s a bit more regular than some rivals (most have 15,000km intervals), but the brand backs its cars with a seven-year fixed service cost plan. Servicing costs averaged out over the first seven years/70,000km of ownership equate to $382 per visit (before GST), which isn't cheap, but nor is it expensive.

Here's a rundown of the recommended service costing (all prices pre-GST): 12 months/10,000km: $231.76; 24 months/20,000km: $385.23; 36 months/30,000km - $379.72; 48 months/40,000km - $680.74; 60 months/50,000km - $231.76; 72 months/60,000km - $533.19; 84 months/70,000km - $231.76.

Keep the service logbook stamps up to date in your owners manual - it’s a ticket to better resale value. 

Like BMW, Mini offers a three-year/unlimited kilometre warranty, which trails Mercedes-Benz’s five years and behind the seven-year unconditional warranty pioneered by Kia. A three-year roadside assistance package is also included.

Additionally, the car tells the owner/driver when it needs servicing, meaning it is condition-based rather than time-based scheduling. In the UK, it is generally recommended every 12 months or 10,000km is a good rule of thumb, just to be safe.

Owners can also purchase a five-year/80,000km service plan to help save money.