MG 3 VS Skoda Fabia
- Good ride
- Fun to drive
- Great ownership prospects
- Lacking safety tech
- Powertrain not great in demanding situations
- No digital speedo
- Looks sporty
- Fun on a good road
- Good ownership prospects
- No paddle-shifters
- Some slow-speed lurch
My time at CarsGuide started in October 2017, and since then I’ve booked literally thousands of cars across Australia. One car that has eluded me - and the CarsGuide team - over that period is the one you see here: the MG3. Or the MG MG3, or MG 3, if you wish.
Despite asking MG’s Australian arm countless times to loan an MG3 hatchback over that period, the company in charge of the brand’s PR in Australia refused to agree to loan us a vehicle to test.
Our desire to review the MG3 hatch has only gotten stronger because sales have skyrocketed. Back in late 2017 the brand was averaging only a handful of cars per month - indeed, just 52 examples of the MG3 were sold in total in 2017.
At the time of writing, MG is selling more than that in a single week. To the end of May 2020, the company had shifted a staggering 2270 MG3s in Australia - or 474 per month - bettering big-name rivals in the light car segment like the Kia Rio, Mazda 2 and Honda Jazz. It's also well ahead of the Kia Picanto, which is what many people will be shopping this car against if price is a key driver for their decision.
And that's the case in point, really - a lot of its success comes down to the price of the Chinese-built, British-badged city car. It’s cheap - but is it a cheerful experience? We finally got the chance to find out, thanks to a friendly MG dealership in NSW.
|Fuel Type||Premium Unleaded Petrol|
The Skoda Fabia range has been updated and facelifted. You mightn’t be able to tell just by looking at it, but there are broad-reaching adjustments across all models.
We’re in the sporty looking, high-spec Monte Carlo. It isn’t quite a hot hatch - rather, it has the makings of one, but instead makes do with a downsized turbo engine and a dual-clutch auto transmission without paddle-shifters. Shock, horror.
Even if it doesn’t hit the highs of some closely-priced go-fast compact hatches, the Fabia Monte Carlo offers some food for thought in this tough-fought segment.
|Engine Type||1.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
I like the Skoda Fabia Monte Carlo, but I’d have to love it if I was going to own it - especially considering I now live right in the guts of the city. If I still lived up in the Blue Mountains, it would make a bit more sense… but should that be the case for a city car? Arguably not.
Would you buy a Skoda Fabia? Tell us what you think in the comments section below.
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.
The redesigned front end of the Skoda Fabia is barely different to the model that preceded it, but trainspotters will note slightly redesigned headlights and a different bumper and grille. Those headlights include integrated LED daytime running lights, and there’s the option of full-scale LED headlights - but you have to pay for them.
In Monte Carlo spec you get sportier bodywork, including a black rear spoiler and black lower body kit, plus black 17-inch wheels with grippier Bridgestone Potenza rubber, and Monte Carlo badges on the B-pillars and door sills. Over lower grade models it also has front fog-lights and LED tail-lights.
There are changes inside the cabin, too, with different seat trim and a flat-bottom steering wheel. Check out the interior pictures to see if it’s to your taste or not.
I think it’s a sporty looking little hatch, with enough design flair to suit its compact dimensions. The Fabia hatch is just 3997mm long (on a 2470mm wheelbase), 1732mm wide and 1467mm tall.
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.
The cabin of the Fabia is compact. Admittedly, it’s a compact car on the outside too, but while most of Skoda’s other models manage to make you feel like you’re in something larger than you are, the Fabia - aside from its high roof and therefore very good headroom - is a little cramped.
Rear seat legroom and shoulder space is among the worst in the class, for instance - but if you’re not hauling 182cm-tall adults like me around in the back, then that mightn’t matter too much to you.
Youngsters will be comfortable in the back, and there are dual ISOFIX child-seat anchors and three top-tether points as well. Yep, it’s a five-seater.
There are bottle holders in all four doors, and a pair of map pockets on the front seatbacks, too. No cupholders in the rear and no centre armrest, either, and up front the cupholder situation could be better - there are two, but they are shallow and smaller than the standard Keep Cup. But hey, you get an umbrella hidden in the glovebox, and there’s a little rubbish bin in the driver’s front door pocket, too.
The materials used are on the cheaper side, with hard plastics on the doors and dashboard. But there are padded elbow rests on the doors and the small adjustable centre console cubby, and the carbon-look panel that runs across the dash is nice. The cloth seat trim looks great, too.
Boot space is good for the class, with 330 litres of cargo capacity with the rear seats up and 1150L with them down.
Not big enough? You can get a Fabia wagon - and as a Monte Carlo model if you’re completely sold on the look - and in that guise you’ll get a much bigger boot (530L/1395L).
Price and features
The success of the MG3 in Australia has been largely driven by its price.
And no wonder, with the price list starting at just $16,490 drive-away for the Core model and topping out at $18,490 drive-away for the top-spec Excite, the cost of buying into the MG brand is pretty darn low. Note: those prices are the RRPs listed on MG’s site, and there are promotional deals happening all the time.
Wondering what features you get when it comes to the models in the range? There are only two - Core vs Excite - so let’s run through what each model gets.
The Core gets 15-inch alloy wheels, cloth tartan finish seat trim, auto on/off halogen headlights with LED daytime running lights, manual air conditioning, electric windows, electric mirrors, and a leather steering wheel with audio and cruise control buttons. There’s a space-saver spare wheel, too.
The media system includes a 8.0-inch touch screen with USB connectivity, Apple CarPlay (no Android Auto), Bluetooth phone and audio streaming, and AM/FM radio. There’s no CD player, and the Core model gets four speakers. You can option sat nav in the Core, but it’ll set you back $500 more.
Stepping up to the Excite nets you a few extras like 16-inch two-tone alloy wheels and a body kit, body-coloured mirrors, vanity mirrors in the sun-visors, and synthetic leather trim on the seats with contrast stitching.
The Excite also includes GPS sat nav as standard, and steps up the sound system to be a six-speaker unit with “Full Vehicle Yamaha 3D Sound Field”.
Interested in the safety spec inclusions? Read the safety section below for what’s included, and what’s missing.
Our friendly MG dealer let me know that he can’t get enough of the Tudor Yellow models, and that colour - as well as Dover White and Pebble Black - are no-cost optional hues. You should bare in mind that Regal Blue metallic, Scottish Silver metallic and Bristol Red metallic (as seen here) will set you back an additional $500. Looking for orange, green or gold paint? Sorry, no can do.
As for accessories, beyond floor mats there’s not a lot to speak of. Oh, and those wishing for a sunroof? No chance… unless you’re handy with a Sawzall. Note: do not cut a hole in the roof of your car.
It’s small, has some touches of luxury and sportiness, and is definitely no Toyota Yaris.
So, with an asking price of $25,490 drive-away, what other cars could you be shopping it against? How about a Mazda 2 GT auto ($23,680 plus on-road costs), or a Volkswagen Polo Comfortline auto ($21,990 plus on-roads), or if you really want something a bit more sporty, then maybe a Suzuki Swift Sport auto ($27,490 plus on-roads).
There are some other shortcomings for a car at this price point: you don’t get keyless entry or push-button start, for instance, and there is no leather seat trim, heated seats or built-in sat nav (add $950 if you want that). A panoramic glass roof will set you back $1000, too.
As has been the case in previous years with Skoda models, there are several packs that customers can choose to add to their car to boost the specification levels.
On the Monte Carlo model, that includes the Vision Pack (priced at $1400) consisting of full LED headlights, auto lights and wipers, auto-dimming rearview mirror, and additional safety spec in the form of blind-spot monitoring and rear cross-traffic alert - our car was fitted with that pack.
There’s also the Tech Pack ($1800), which includes keyless entry and push-button start, rear parking sensors, adaptive cruise control, climate control air-con, driver fatigue detection, DAB+ digital radio and dual USB ports in the rear.
Add both those options to the price and you’re approaching VW Polo GTI money…
The Fabia is available in an array of colours, including the choice of a black roof finish. You can choose between white, grey, blue, black and red, but green is reserved for non Monte Carlo models.
Engine & trans
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.
Under the bonnet of the Fabia Monte Carlo is what Skoda calls the 81TSI engine - a 1.0-litre three-cylinder turbo-petrol producing 81kW of power and 200Nm of torque.
It has a standard-fit seven-speed dual-clutch auto transmission, and like the lower-grade version, is front-wheel drive. There are no paddle-shifters, which might seem a bit of a silly concern - but after driving it, I found myself wishing there were.
Sadly, there is no manual version, which is a shame.
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.
Claimed fuel economy is 4.7 litres per 100 kilometres, which is very good. But in the real world, you can bank on using about double that in city driving. Plus you’ll need to factor in that the engine requires 95RON premium unleaded petrol, so filling up will add a few extra bucks.
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.
On the right stretch of road, the Fabia Monte Carlo has handling as good - if not superior - to some pint-sized hot hatches. It holds the road beautifully, turns with grace and ease, and feels balanced and controlled in the twisty bits.
The engine revs freely, the transmission shifts smartly - only let down by a lack of paddle-shifters. The whole experience feels nice, and if you only deal with higher-speed driving that happens to involve a mountain climb on the way to work, then: a) you’re luckier than you know; and b) you’ll be happy with a Fabia Monte Carlo.
But the big issue here is that this is a city car, and that’s where it stumbles and fumbles most.
The transmission is the real problem - it is hesitant, reluctant, downright dumb at times. Combined with some turbo-lag from the three-pot turbo engine, traffic lights can actually be nerve-wracking, as there’s not really a ‘regular’ feel to the way the car will take off. Sometimes it’ll jump away from the lights, other times it will lag and lurch.
The ride is reasonable in town, but sharp edges can upset things. And while the steering is a lot of fun in its weighty, direct attitude, that heft can be a tad annoying when you’re trying to park it.
All in all, the drivetrain feels a bit like old-Skoda-by-way-of-VW, and it simply isn’t as well considered as the equivalent VW if you just drive around town.
What a damn shame there isn’t a manual Monte Carlo, because it would easily negate all these concerns.
Safety technology is the MG3’s biggest shortfall. There’s no ANCAP crash test safety rating to speak of, and the MG3 doesn’t come with any form of auto emergency braking (AEB), which is disappointing given the tech has been available on affordable city cars since 2013 (the VW up! was an early benchmark).
Even the facelifted Mitsubishi Mirage has AEB with pedestrian detection, but the MG3 doesn’t. Nor does it come with lane keeping assist, lane departure warning, blind spot monitoring, rear cross-traffic alert or rear AEB.
So what do you get? The range comes standard with a reversing camera, rear parking sensors, electronic stability control, and six airbags (dual front, front side, full-length curtain). And that may be enough for you, but we know you can get more safety tech in rival cars, so it can’t score well against this criteria.
Where is the MG3 built? It’s made in China.
No Fabia model comes with adaptive cruise control, rear cross-traffic alert or blind-spot monitoring as standard, but those are optionally available (see the pricing section above).
There’s no lane keeping assist or lane departure warning system on the Fabia - standard or optionally.
Where is the Skoda Fabia built? The answer is Skoda’s home country - Czech Republic.
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.
Skoda offers a five-year/unlimited kilometre warranty on its models putting it on par with rivals, though it was one of the earlier adopters of the long warranty program.
Skoda offers the choice of either following a capped price servicing plan (out to six years/90,000km) or buyers the option to pre-purchase three years/45,000km or five years/75,000km of servicing in a service pack.
The latter allows you to roll the maintenance costs into your finance, which is nice, and the costs area $760 for three years, or $1600 for five - which works out to a discount of $317 and $885 if you pre-purchase rather than follow the standard capped-price plan.
Follow the capped price path and you will find costs of maintenance are on the high side for such little car, at: $291, $351, $435, $622, $435 and $351 respectively.