MG MG3 vs Ford Puma

What's the difference?

The MG3 still makes a strong argument for a low-cost, low-fuss option just like the models it now beats on price (Yaris, Mazda2, etc) used to.

While it also falls short in some areas like dynamics when pushed, the improvements to interior tech and comfort mean the MG3 should be considered if you're looking for a city runabout.

However, with the MG3’s price jump, rivals from Japanese and Korean brands are closer in cost than they were for the sub-$20K first-gen MG3, and their ability to handle Australia’s conditions outside the city mean they’ll prove a more useful long-term companion for many.

The MG3 nails its brief as a convincing option for first-car buyers or as a second runabout when there’s another option for long trips. It has taken a big step up from the ‘budget-friendly’ vibe of the original.

If a minimum price and maximum interior space are your priorities, then the Puma is not for you. Especially so in the flagship ST-Line V, which may seem too small and a tad cramped compared to, say, a Seltos, C-HR or ASX.

Where the Ford excels, typically, is in the way it encourages the keen driver while cosseting four occupants (and a surprising amount of their cargo). There's a poise and maturity to the way the Puma moves that puts it on a par with or even beyond some premium compact SUVs. Even the styling is a statement. If the badges (and dashboard) were covered, you might be convinced this cat is actually a Jag.

If all that is more important, then the ST-Line V is for you. The very antithesis, then, of the unassuming and unloved EcoSport the Puma usurps.

Following the new design language pioneered here by the MG5 sedan and MG4 electric hatch, the MG3 looks like it’s trying for a sportier vibe than its predecessor, and maybe even a hint of European flair.

A grinning front grille and pointed set of headlights are followed around the side by a couple of body creases that give the hatchback a sweeping look, an attempt perhaps to seem longer than it is.

It doesn’t look like any of its rivals, unlike the MG5 which is easily mistaken for a small Mercedes CLA at glance.

Here on our Dover White test car, some angles are unflattering (it's giving 'hire car'), though the model’s available Diamond Red or Brighton Blue are fairly distinctive. Yes, some of the colours reference the brand’s UK heritage, despite being built in China.

Inside, the cabin benefits from a fairly tidy layout, with some genuinely thoughtful attempts at making the otherwise budget-focused model feel a little nice. A cross-hatch design through the dash mirrors, the seat stitching and the steering wheel and its buttons are nicely angular.

If you search for the 1998 Puma coupe, you'll see some vague similarities with its modern SUV namesake, especially in their anthropomorphic face. It's in the eyes. There are also hints of Aston Martin (DBX), Porsche (Macan) and – let's face it – Mazda (CX-3).

Yet the real achievement lies in the way Ford has managed to make a 4.2-metre-long by 1.8m wide by 1.6m high crossover look so svelte, with the resulting balanced proportions, flowing lines and taut surfacing giving the Puma quite an athletic visual presence. After the EcoSport failure, head-turning looks were deemed paramount.

The extra girth gained by widening the Fiesta's platform allowed Ford's designers to create a muscular body that could also accommodate a metre-wide tailgate opening, while beneath the cargo floor is an exceptionally deep storage box, bringing better-than-expected practicality to boot.

That tidy design inside helps when it comes to making use of the space, as well as offering some generous storage spaces.

For starters, while the clean layout means the screen looks like the main point of access for much of the car’s function, there’s an all-important shortcut button for the climate control which means you don't waste time navigating to the vent and temperature controls.

The only issue is that while my phone was connected to the system for Android Auto, I had to navigate away from the mirroring screen back to the MG3’s home screen before being able to shortcut to the climate settings.

Demister and volume control buttons are also present, but the screen itself has an easy-to-navigate menu.

The steering wheel controls are similarly straightforward and clearly labelled, while the driver display is tidy and shows important information clearly.

While the steering wheel isn’t telescopically adjustable, it's easy to find a comfortable seating position thanks to the adjustability of the seats. The material on the seats doesn't feel rough or cheap.

Behind that, there is enough space for my 178cm frame in the second row for the most part, but headroom isn’t incredibly generous.

The rear pew is a single unit, rather than a 60/40 split, so the whole backrest folds down if you need to load anything long through the boot. There’s not even an armrest or little ski hatch for long, thin items.

Its 293-litre boot isn’t small, and there’s a space-saver spare tyre in both petrol variants, but the hybrids are stuck with repair kits.

Compact yet spacious, the ST-Line V's interior has strong as well as weak points.

Let's start with the latter. The most obvious connection with the Fiesta is in the Puma's dashboard, which is largely shared between the two. After all the effort expended on the design and chassis, this is somewhat disappointing. There's nothing wrong essentially with the fascia's aesthetics or functionality – it's just that the look is humdrum and dated. What's needed is something with the visual wow factor as found in the latest Peugeot 2008, especially at this price point.

Yet Ford has at least tried to put some tinsel inside this most expensive version of its smallest SUV.

Stitched perforated leather seat facings, carbon-fibre-look trim and soft vinyl coverings in key touchpoint areas bring an upmarket look and feel, backed up by a now-familiar digital instrumentation layout, a lovely flat-bottomed three-spoke steering wheel, easy and intuitive multimedia interface and a wireless phone charger. That electronic cluster, by the way, changes colour and markings but doesn't have the scope of multimedia displays of, say, Audi's Virtual Cockpit. It's comparatively rudimentary.

Conversely, there's a solidity and quietness as well, offering a level of refinement that's usually found in more-premium Euro alternatives. We weren't expecting that, though of course this is a German Ford product.

Our test car also boasted a vast glass opening sunroof, adding to the opulence. With all this gear, the ST-Line V's cabin is properly appealing.

On the practicality front, entry and egress is pretty good, the driving position is excellent (thanks in no small part to a big amount of adjustability for both the steering column and seats), the front cushions themselves are sumptuously enveloping, while wide door pockets and a big glovebox obviously come in useful. And there's a USB-C outlet in the centre cubby between the seats. How modern.

However, rear vision out is poor, there are no seat warmers and some of the lower-lying plastics are a bit drab.

The back seat isn't really suitable for people over 175cm, as kneeroom is limited and taller scalps may scrape the ceiling with the twin-pane sunroof in situ. The latter also means no overhead grab handles.

But the backrest angle and cushions themselves are fine, even for longer journeys. Just don't expect to squeeze a third adult in the back unless rubbing shoulders won't bug you. Note, too, that the rear cushion does not slide or tilt forward to allow for a lower load area when the backrest is folded down. Pity.

There is a receptacle in both doors for small bottles but no cupholders whatsoever (how can Ford call itself an American company?), or face-level air vents – though the large dash vent outputs do reach the rear. Amenities such as USBs and cupholders are AWOL; and vision out from back there is limited by the high shoulder line. Tough if you're trying to peer out. Sorry, Fido.

The Puma's overall compact footprint and rear packaging clearly suggest that this is aimed at singles, couples, or couples with smaller kids/pets to transport around.

Still, for a small SUV, the cargo area isn't bad at all. The standard floor depth is fairly generous, with a long and flat loading area, but below that is a narrower yet deeper waterproof area, while under that again is a space-saver spare wheel. Clever. Also intelligent is the luggage cover that lifts automatically with the tailgate, as per Mazda's CX-5.

For the record, cargo capacity is rated at 410 litres with the 60/40 split-fold rear seats erect – or 1170L with them folded down flat. These figures far outstrip the CX-3.

To sum the cabin experience… it's far-better than its Fiesta-sourced dashboard may suggest, while the ST-Line V treatment goes a long way in helping justify the premium. That's a win.

In Australia, the Puma plays in the burgeoning 'Light SUV' segment, so goes up against the ageing yet athletic Mazda CX-3 as well as Honda's HR-V, along with more recent challengers like the Hyundai Venue, Kia Stonic, Nissan Juke II, Toyota Yaris Cross and Volkswagen T-Cross. All are ready to pounce on the bestselling Hiroshima crossover.

What every one of these baby SUVs have in common is that they're based on B-segment – or supermini – platforms. However, prices and sizes do blur in this corner of the class, with larger small-car-derived rivals from the 'Small SUV' segment above, led by the Mitsubishi ASX, Kia Seltos, Mazda CX-30 and Hyundai Kona, also in the Ford's crosshairs.

Formidable opponents indeed, and just like that, the first big hurdle appears for the Blue Oval hopeful. Puma is Light SUV-sized but Small SUV-priced, with the entry-level grade kicking off from a tenner under $30,000, and before on-road costs. That's even more expensive than the VW.

This instantly eliminates it from many buyers' radars.

In contrast, a CX-3 Neo Sport starts from just $22,890. But that's with a manual gearbox, plain interior and steel wheels, whereas the Puma includes a ripper turbo engine/auto combo, climate control, a smartphone app that allows for remote vehicle location/ locking/unlocking/starting, voice-activated sat nav, wireless smartphone charging, lane-departure warning and assist, traffic-sign recognition, driver impairment monitor, 17-inch alloys and a leather steering wheel.

Along with other goodies like AEB with pedestrian alert, reverse camera, Bluetooth audio and telephony, Apple CarPlay/Android auto, digital radio, live traffic updates, fuel-saving engine stop/start, auto headlights, rain-sensing wipers, adaptive cornering fog lights, powered folding mirrors, push-button start and puddle lamps, the Puma looks and feels up-spec inside. To match most of that stuff in the CX-3 you'll need a Maxx Sport auto from $26,890.

Rising to the $32,340 ST-Line drops the Puma's ride height by just 2mm (to 164mm), but adds firmer suspension, a body kit, glitzier alloys, sports seats, a 12.3-inch digital instrument cluster, flat-bottomed steering wheel, paddle shifters and racier trim for a racier experience, though it loses the climate control for a manual air-con set-up. Strange. This grade might just be the sweet spot in the Ford's range, though it does sit about $1300 higher than the CX-3 sTouring equivalent.

Finally, the subject of this test, the ST-Line V, scores privacy glass, lashings of chrome, keyless entry/start, leather upholstery, climate control, premium audio, a powered tailgate and 18-inch alloys. All for $35,540, it's about on a par with CX-3 Akari, but lacks the latter's powered driver's seat and heated front cushions, among other items. The Mazda also goes one better with a $2000 AWD option from all mid-level grades up, as well as manual availability.

We recommend the $1500 Park Package, which ushers in adaptive cruise control with full stop/go and lane-centring tech, as well as blind-spot detection and auto parking. Premium paint adds $650, a panoramic roof $2000, roof rails $250 and a black roof $500.

Against compelling alternatives costing less, like the high-flying Seltos Sport+, CX-30 G20 Touring and Toyota C-HR Koba, the ST-Line V struggles to make sense on paper. Can the Puma's cabin and driving experience claw back its obvious price disadvantage?

On paper, the MG3’s 1.5-litre four-cylinder engine is fairly underwhelming with its 81kW (peaking at 6000rpm) and 142Nm (at 4500rpm).

But these figures, including the engine size and even peak RPMs are not far off the likes of the Mazda2, which is a fairly peppy and fun car despite its lack of grunt.

Keen drivers will, however, be disappointed to hear the MG3 drives the front wheels via a continuously variable transmission (CVT) rather than a traditional torque-converter auto, taking much of the pep out of its power unit.

You can expect to hit 100km/h in a bit over 10 seconds.

A multiple international engine-of-the-year winner, the compact and lightweight, 999cc 1.0-litre twin-cam three-cylinder turbo petrol unit is the sole choice for now. Driving the front wheels via a seven-speed dual-clutch transmission (DCT), it delivers 92kW of power and 170Nm of torque.

With no all-wheel drive option, there are instead five driving modes – Normal, Sport, Slippery (for snow) and Trail (gravel) applications, working on the traction, stability and transmission algorithms to mimic some of the benefits of AWD. In the ST-Line V, a set of paddle shifters are fitted in lieu of the sadly-absent manual gearbox.

Owners of the previous-shape Fiesta S and EcoSport would be familiar with the 1.0T's smooth and strident performance, though these 2010s models used a completely different type of DCT. This was the highly-publicised Powershift, which consisted of a dry-clutch system, and was prone to a multitude of problems and failures in the petrol-powered auto versions.

In contrast, the Puma adopts a next-generation transmission dubbed 7DCT300; related to the item found in some smaller Mercedes-Benz, Renault and Nissan models, it instead employs a more-robust wet-clutch system with a higher torque threshold, so promises to be far more durable and reliable than the problematic old dry-clutch unit.

MG claims the MG3 uses just 6.0 litres of 91 RON petrol every 100km on the combined fuel cycle, so with its 45-litre tank you can hypothetically bank on a 750km range.

Of course, that might be achievable in lab conditions, but on test we found the trip computer’s estimates looking closer to 500km on a tank for the kind of urban driving it was undertaking with us.

On a dynamic test drive route, the trip computer settled at a displayed consumption figure of 7.7L/100km, but stop-start driving was not great for efficiency, as you'd expect.

The Puma's official combined average fuel consumption figure is just 5.3 litres per 100km, which works out to 121 grams per kilometre. Fitted with a 42-litre fuel tank, the potential range averages out to almost 800km between refills.

Out in the real world, we managed an exceptional 6.2L/100km, no doubt helped by an ever-eager stop/start system (which, annoyingly, kills the air-con when it extinguishes the engine; we found ourselves constantly pressing that 'off' button as the days wore on). This figure was achieved in motorway-heavy driving scenarios, albeit loaded with holiday gear and with the air-con blaring.

So, we took another, urban-focused test, in lots of slow-moving traffic situations, and averaged a still-solid 8.0L/100km.

Note, that while the Puma requires 95 RON premium unleaded, it's also perfectly happy on – and is even recommended by Ford for – the cheapest petrol currently offered in Australia, 94 RON E10 unleaded. Either way, the ST-Line V is a frugal small SUV.

The higher quality look and feel of the new MG3 carries through to its day-to-day driving. Some of the car’s Chinese compatriots seem to fall down when it comes to the on-road part, which for some is the most important part of a car.

But for a small city car the MG3 is very user friendly, with light and direct steering, good visibility, and just enough power and torque to not feel like everyone’s getting the green light a couple of seconds earlier than you.

It’s comfortable at urban speeds when it comes to the suspension, and doesn't get rattled too much in the front end by tram tracks or other road imperfections.

In narrow streets, three-point turns aren’t a hassle and the car’s size means it’s easy to reverse parallel park, although the reversing camera takes a second to appear when using phone mirroring.

On the highway, however, and when it comes to high-speed cornering, the MG3 can feel a little uneasy.

The road noise becomes more and more obvious. Driving on well-maintained metro freeways at around 80km/h or above produces unpleasant noise, and a during a particularly breezy week the car felt susceptible to swaying in high wind.

Its power delivery starts to feel lacking out of town, too, and taking corners on fast back roads means plenty of slowing down to avoid the front-end sliding or the feeling of the MG3 leaning unsettlingly around corners.

If you’re considering the MG3 but you need to head out of town regularly, take a proper long test drive before opening your wallet.

But if you just need it as an urban runabout, the MG3 does a fine job.

If the Puma's pricing is complicated, its cabin surprising accommodating and its real-world efficiency particularly parsimonious, then the upward trajectory of pros over cons continues with performance that's downright spirited.

Around town first. A small-displacement engine plus a turbo plus a DCT usually spell interminable spells of lag when all the driver longs for is an instant and measured response to a right foot flexing down onto the throttle.

But the Ford largely sidesteps such pitfalls. Though momentarily hesitant at take-off, the three-pot turbo does then get down to business in no time, with a sustained and satisfying surge of thrust as the revs grow, accompanied by a lusty and raspy thrum that's entirely in keeping with the Puma's track-pants appearance. And it doesn't let up either, with speed building up strongly through the gears, and much more so than the mere 999ccs suggest. Great for overtaking, or taking over a rapidly diminishing gap in the peak-hour derby.

Selecting Sport (a fiddly action that's located too far from the driver for safe eyes-on-the-road operation) lights an even bigger fire in the Puma's belly, with punchier acceleration and a very attentive transmission tune, slicing seamlessly through the seven ratios, leaving you in awe that a heart so small can possess such deep lungs.

Where the Ford really leaves an indelible mark is its enthusiasm to corner just as keenly, armed with brilliantly slick steering and a planted chassis that is set up to both encourage and interact with the driver. Minimal body roll and lots of grip from a quality quartet of Continental tyres ensure the Puma can be punted about like a sporty little hatchback, while the electronic safety tech allowing just enough leeway for lots of fun before they gently reel everything back into line.

We cannot think of a more enjoyable small SUV. And, by the way, those same driver-assist systems provide exceptionally nuanced lane-keep and adaptive cruise-control intervention – certainly they're right up there with the premium SUV brigade.

Given that our Puma wore 215/50R18 rubber, on a 'sports' suspension tune, the ride around town is commendable, with ample cushioning from the rough stuff. There is some tautness to the ride, but it isn't hard or rough; the ST-Line V walks a fine line between urban-agility and surface-decay isolation. In other words, it's commendably relaxing to travel in.

At higher speeds, some road and tyre noises do permeate through inside, and those Dumbo door mirrors do create some wind whoosh, but overall, given how dynamic the chassis is, the Puma feels grown up and sophisticated.

Tested under the 2019 Euro NCAP crash-test regime, the Puma scores a top five-star ANCAP rating.

However, this means it does not meet the more stringent frontal offset crash, side impact crash and far-side impact crash-test criteria introduced by ANCAP for 2020 model-year vehicles – despite launching in September of that year.

Safety items include dual front, front-seat side and side curtain airbags (six in total), AEB with pedestrian and cyclist detection (working between 7km/h and 80km/h), lane-departure warning, lane-keep assist, traffic-sign recognition, driver fatigue alert, rear parking sensors, tyre pressure monitors and emergency assistance. These come on top of anti-lock brakes with electronic brake-force distribution and brake assist, stability control and traction control.

As mentioned earlier, adaptive cruise control, active park assistance, front parking sensors and blind-spot detection are part of the $1500 'Park Package'. Do it.

MG has a 10-year/250,000km warranty which is unmatched in the small-car market.

Servicing is scheduled at every 10,000km or 12-month intervals, with the first seven services averaging out at a fairly hefty $360 - the cheapest being $234 and the priciest $536.

Ford offers the industry-average warranty of five-years/unlimited kilometres. Services intervals are every 12 months or 15,000km.

There is also a capped-price servicing scheme under the 'Ford Service Benefits' banner, with the first four years/60,000km of 'A and B' logbook services pegged at $299 per visit, and then between $320 and $560, for up to 12 years.

There is also a Ford loan car program, SYNC 3 map updates and Motoring Club Membership included during that time frame.