MG 3 VS Volkswagen Golf
- Good ride
- Fun to drive
- Great ownership prospects
- Lacking safety tech
- Powertrain not great in demanding situations
- No digital speedo
- Ride comfort
- Conservative styling
- Diesel engines' noise levels
- Premium unleaded only
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 Volkswagen Golf. More than 33 million produced over 40 years and seven generations. It's not quite more popular than blue jeans, or the iPhone, but it's close.
Actually, make that seven and a half generations, because this is Golf 7.5; as the name implies, a substantial mid-life upgrade of the current model.
So, to raise the stakes and, it's hoping, sales, VW has injected new life into its hugely respected marquee player with a range of design tweaks and tech upgrades.
|Engine Type||1.4L 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.
The Golf 7.5 is a great package from top to bottom. Volkswagen has hit all the right marks to bring its already excellent offering up to the pointy end of the intensely competitive small-car segment. And we think the entry-point 110TSI offers the best value of all. With high-end safety tech, amazing dynamics, a snappy drivetrain and sharp (introductory) drive-away pricing it will give the market leaders something to think about. And buyers as well.
Has Volkswagen done enough with this upgrade to put the Golf on your small car shopping list? Tell us what you think in the comments 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.
Unveiled late last year at the Paris Motor Show, the new Golf is available in three flavours – the familiar hatch, and a compact wagon, with the latter forming the basis of an all-wheel-drive, Alltrack variant.
From a design point of view you'll be hard-pressed to pick the Golf 7.5, with exterior changes focused on new headlights, revised front guards, and a restyled bumper. Think of it as an almost unnoticeable haircut.
At the back, the bumper has also been refreshed, and LED tail-lights are now standard across the range.
The wagon is a handsome alternative to the ubiquitous compact SUV, with the lines of the roof and glasshouse (identical to the hatch from nose to C-pillar) flowing seamlessly into a gently tapering and neatly composed rear end.
Inside, there's a new 8.0-inch multimedia screen with Apple CarPlay and Android Auto support standard on all models (as well as a 'Mirror Link' function for full Wi-Fi connection of tablet or mobile devices).
It's surprising how much of a difference the sleek new screen makes to the interior. Suddenly, the Golf's already premium character has been lifted to a different level.
The cool and classy cabin layout is otherwise largely unchanged, highlighted with dark accents on the volume models, and 'piano black' inserts on the Highline. The quality and attention to design detail are obvious.
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.
At just under 4.3 metres long the Golf hatch is small, but by no means cramped. There's tonnes of room and storage space up front with two cupholders, door pockets with bottle holders, and plenty of oddments space including a decent glovebox and a lidded bin between the seats.
All but the entry model pick-up another pair of cupholders in the rear, with adjustable air conditioning vents and flow control in the back of the front centre console, too.
Speaking of the back, there's heaps of room in there. I'm 183cm tall, and sitting behind my own driving position, I enjoyed surprisingly generous head and legroom.
Volkswagen claims 380 litres of cargo volume with the 60/40 split folding rear seats up, and a generous 1270 litres with them tipped forward.
Pushing towards 4.6 metres in length, the Golf wagon only nudges up 15mm in the wheelbase, so passenger accommodation is virtually identical to the hatch. And not surprisingly, it's in the luggage department where things start to diverge.
Even with the 60/40 split folding rear seats up the wagon boasts a hefty 605 litres of load space, growing to a cavernous 1620 litres with the second-row seats folded.
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.
Headline news is an aggressive introductory drive-away pricing strategy, designed to challenge the traditionally cheaper segment leaders, with the standard features list growing appreciably at the same time.
The previous entry-level 92TSI hatch has departed the building, with pricing now set across an $18.5k band from $23,990 drive-away (MSRP $23,990) for the 110TSI, to the all-wheel-drive Alltrack 135TDI Premium at $42,490 drive-away (MSRP $40,990).
The hatch offers a choice of four grades - base, Trendline, Comfortline, and Highline - with the current 1.4-litre turbo-petrol four-cylinder engine powering all of them. A 2.0-litre turbo-diesel 110TDI version is available in the top-shelf Highline spec.
For that shrinking pool of people familiar with three pedals across the driver's footwell, a six-speed manual gearbox is available in the base and Trendline models, with Volkswagen's excellent 'DSG' dual-clutch auto offered across the line-up.
The wagon range comprises the top three grades, with diesel again an option on the primo Highline. The DSG dual-clutch is the only transmission available.
The Alltrack is a two-grade affair – base and Premium - with the choice of a 1.8-litre turbo-petrol, or higher output 2.0-litre turbo-diesel, with any gearbox you like, as long as it's a DSG (six-speed for the petrol, and seven for the diesel).
The entry-level 110TSI hatch is anything but a 'bait and switch' price-leader. It's loaded with everything from cruise control (with speed limit function) to seven airbags and driver-fatigue detection.
In fact, on top of the new multimedia screen and its connected functionality, all Golfs are now also fitted with auto emergency braking (AEB), alloy wheels (of various sizes), air-con, a leather-trimmed steering wheel, LED daytime running lights, and a rear-view camera as standard.
Step into to the Trendline from $25,490 drive-away (MSRP $24,990), and things like rain-sensing wipers, auto headlights, parking sensors, different 16-inch alloys, and a rear centre armrest (with cupholders) come your way.
Then the Comfortline from $29,990 drive-away (MSRP $28,990) adds 17-inch rims, dual-zone climate control air, 'Comfort' front seats, chrome interior and exterior highlights (including the wagon's roof rails), and a storage drawer under the front passenger seat.
Stump up for the Highline from $35,990 (MSRP $34,490) and the fruit starts to tumble in, with the highlights including 'leather-appointed' trim, 'Comfort Sport' front seats with electric adjustment and memory function for the driver, keyless entry and start, interior ambient lighting, LED headlights and a panoramic electric glass sunroof.
Three option packs are offered – 'Infotainment' ($2300), available on Comfortline and Highline, brings the excellent 'Active Info' configurable instrument display. It also adds 'Discover Pro' multimedia, delivered through a larger 9.2-inch screen, managing sat nav and other functions via gesture, touch, and voice control, as well as a top-shelf Dynaudio sound system.
'Park Assist', taking over the wheel for perpendicular or parallel parking manoeuvrers, is the star of the 'Driver Assistance' package ($1500), and the R-Line pack ($2500) brings the look, and some of the feel, of the GTI and Golf R, with a bodykit, bigger rims, and tuned suspension.
The entry-level Alltrack 132TSI at $35,990 drive-away (MSRP $34,490) is close to the hatch and wagon's Highline spec, although you'll need to opt for the flagship Premium version from $39,990 (MSRP $38,490) to pick up the partial leather trim, heated front seats and LED headlights.
Alltrack option packs are 'Driver Assistance' ($1800), 'Infotainment' ($2300), and 'Sport Luxury' ($2900), which includes 18-inch alloys, the electric seat adjustment, panoramic roof, and more.
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.
The Golf hatch and wagon range is in large part powered by the EA211 1.4-litre turbo-petrol four-cylinder engine, a stalwart of the Australian Golf range since the seventh-generation version arrived here in 2013.
Featuring 16 valves, direct-injection, and a single turbocharger, in Golf 7.5 guise it produces 110kW from 5000-6000rpm, and 250Nm across a broad plateau from just 1500-3500rpm.
Base and Trendline models are available with a six-speed manual, while VW's excellent (and ever-improving) 'DSG' dual-clutch auto spans the line-up.
If diesel's more your thing, a 2.0-litre four-cylinder turbocharged unit is available on the Highline model, producing an identical 110kW at 3500-4000rpm, with torque stepping up to 340Nm from 1750-3000rpm.
The diesel's a manual-free zone, with the seven-speed DSG the only option, but no matter what type of transmission you choose, drive goes exclusively to the front wheels.
Climbing (modest) mountains and fording (gentle) streams is the Alltrack's department, with power coming courtesy of a 1.8-litre turbo-petrol four, delivering 132kW from 4500-6200rpm and 280Nm from 1350-4500rpm.
Alternately, a higher output version of the 2.0-litre turbo-diesel four is an option on the high-spec Alltrack Premium, delivering 135kW from 3500-4000rpm, and an even gruntier 380Nm, the peak arriving at 1750rpm and hanging around until 3000rpm.
Petrol Alltracks are fitted with a six-speed dual clutch auto, while the diesel features an extra ratio, both sending drive to all four wheels via the '4Motion' permanent all-wheel drive system.
Built around an electronically-controlled multi-plate clutch pack, 4Motion uses an ECU integrated with the car's ESC set-up to continuously vary the torque split between front and rear axles.
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.
Gone are the days where a manual gearbox would outperform an auto transmission in the battle of the bowser.
Volkswagen claims the base (petrol, manual) Golf will consume 5.7L/100km on the combined (urban/extra urban) cycle, emitting 133g/km of CO2 in the process.
But swap out the manual for a dual-clutch, and that figure drops to 5.4L/100km for the hatch (128g/km) and 5.6 for the wagon (131g/km).
Tick the diesel option for the top-shelf Highline and your wallet will be even happier; the hatch consuming just 4.9L/100km (129g/km), and the wagon a round 5.0 (132g/km).
Step up to the Alltrack petrol and you're looking at 6.8L/100km (160g/km), with the high-output diesel sipping only 5.4 (142g/km).
The fuel tank in the hatch and wagon holds 50 litres, while the Alltrack's grows to 55 litres. And it's worth noting the petrol units are tuned for minimum 95RON premium unleaded.
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.
The overriding, almost overwhelming first impression in driving any recent Golf is the outstanding ride quality. You'd swear the wheelbase was half as long again, because it rides like a larger, luxury car.
Even the entry-level vehicle is quiet, comfortable, and refined. Steering feel is great, and the petrol 1.4 is smooth and eager; there's simply no way you'd pick it as a turbo.
Volkswagen claims 8.2 seconds for the sprint from 0-100km/h for the base car, whether you're shifting the gears yourself or the tricky dual-clutch is doing it for you.
That's pretty much the Goldilocks performance zone for a car that's likely to do most of its work in the urban jungle, yet needs to retain the ability to confidently stride out onto the open road when required.
The diesel version is only fractionally slower to licence-loss velocity (8.6sec), and while it doesn't feel as revvy and urgent, it packs a satisfying punch of mid-range torque. It is definitely and noticeably noisier, though.
As usual, the Golf is a model of ergonomic efficiency, with the new multimedia screen enhancing ease of use and connectivity, the seats front and rear are comfortable yet supportive, and you're spoiled for choice between the sweet six-speed manual and rapid-fire DSG (with wheel-mounted paddles on upper variants).
The wagon employs the same strut front, four-link rear suspension arrangement as the hatch, and despite its extra length and interior volume it gives nothing away in terms of noise suppression or general refinement.
Moving up the spec pecking order from 16-, through 17-, to optional 18-inch alloy wheels does nothing to compromise overall composure;, body control is exceptional, and the brakes are agreeably progressive.
Response from the Alltrack's more powerful engines is partially offset by an increase in kerb weight (petrol +165kg / diesel +101kg), with the 1.8-litre petrol and high-output 2.0-litre diesel both recording 7.8sec 0-100km/h. But despite its more macho appearance and SUV-focused rubber, the Alltrack is an equally refined drive.
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.
Golfs of all descriptions incorporate an impressive array of standard safety tech, including active features like cruise control (with programmable speed limiter), distance warning display, driver fatigue detection, AEB, ABS, EBD, BA, EDL, multi-collision brake, ASR, tyre-pressure indicator, and a rear-view camera.
And when all that isn't enough to avoid a collision, no less than seven airbags are on board (driver and front passenger head and side, driver's knee and front and rear curtain).
There are three child-restraint top tether points across the back seat, with ISOFIX anchors on the two outer positions.
As well as the previously mentioned auto-parking feature, the optional driver assistance package includes adaptive cruise control, lane assist, blind spot monitor, and rear traffic alert.
Although the 7.5 upgrade hasn't been specifically tested by ANCAP, the current Golf scored a maximum five-star rating when it was assessed at launch in early 2013.
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.
Volkswagen Australia's new-vehicle warranty covers three years/unlimited km, with paint covered for the same period, and the main steel body structure is under warranty for no less than 12 years (unlimited km).
Recommended service interval is 12 months/15,000km, with indicative costs for the first five years/75,000km ranging from a low of $318, to a high of $751, for a total of $2276, and an average of $455 per service.