Mini Cooper vs MG 3

What's the difference?

The new petrol Cooper range very gently evolves the upmarket Cool Britannia cliché BMW invented with the R50 back in 2001 and fostered with every iteration since.

More of the same, only slightly updated and just improved enough to justify trading the old one in. If this appeals to you, then go for it. This is the best petrol version yet. Probably.

But the Cooper’s real spark literally and metaphorically lies within the EV version.

Two very different Minis indeed.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

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.

You’ve got to hand it to BMW.

The new nose and triangular tail-light treatment on the 2013-vintage midsection look as if they were designed to all go together back in the day.

You could even mistake it for the previous Cooper EV, though side-by-side that’s less likely, since the latter ditches the upright windscreen for a more raked item, clamshell bonnet opening, horizontal bumper shutlines for shorter and more-angled ones, plastic wheel arch surrounds and pull-out door handles for flush units.

The wheels are further apart, the overhangs shorter and the lower-side surfacing broken up by an artful sheetmetal crease.

The overall length at 3876mm, width at 1744mm and height at 1432mm have increased by 55mm, 17mm and 18mm respectively over the old model, but the 2495mm wheelbase stays the same.

And that’s not all.

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 previous Mini 3DR featured a messy and quite overbearing dashboard design from 2013 that’s aged about as well as Robin Thicke’s videos from that year.

In contrast, the new model's is far simpler and less protruding, dramatically boosting the sense of space and light.

That said, all four occupants still sit low, with an upright windscreen ahead and beside high window sills. There’s an oversized, circular screen in the middle of a pared-back dash and a neat row of toggle switches below. It’s still pure Mini in theme.

As before, there’s enough space for even the tallest people up front, reflecting the British icon’s German packaging, with plenty of head and legroom, as well as ample width. It’s only when you jump from the EV to the petrol Cooper that you realise this feels noticeably narrower.

All Coopers regardless of fuel share the 240mm (9.4-inch) central OLED display. It might seem like visual overload at first glance, with so much going on, but after a brief period of familiarisation, the touchscreen becomes a cinch to decipher and navigate. The colour-coded driving modes, pleasingly slick screen swipe action and ultra-crisp graphics are especially noteworthy.

Revel, too, in the twist engine starter and toggle gear selector actions, that also save space and are super natural to operate. This is button-lite dashboard de-cluttering done right.

As with the previous model, the Mini’s driving position has you sitting upright, but it’s comfortable enough on the S’ sports seats we sampled this on, and everything is within reach. There’s sufficient storage. The ambient mood lighting is fun. And kudos for the deployment of animal-free materials. In fact, the Cooper’s fresh textures are quite remarkable.

We’re less fond of the glass roof with no sunlight block; there are blind spots due to the thick side pillars; and some of the lower-placed plastics do not seem $60K’s worth in a supermini this expensive.

Rear-seat access isn’t graceful, with a narrow aperture to squeeze past and a slow-moving electric seat to wait for, but that should surprise nobody given this car’s size. There’s enough space for two adults and not much else really. It’s pretty basic back there.

And even further back, Mini quotes just 210 litres VDA of luggage capacity, rising to 725L with the twin backrests dropped.

Don’t forget, though, that no spare wheel exists. Just an ever-fiddly tyre repair kit.

Meanwhile, at the other end of the Cooper…

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 success of the MG3 in Australia has been largely driven by its price. 

And no wonder - pricing for cars of this size has increased steadily, and plenty of brands have found their light cars in the "too hard" basket as a result.

But the MG3 is still relatively cheap. Prices have jumped over the time since we drove this particular car, but they're still sub-$20K for all models in the range.

For context, the 2020 model started at just $16,490 drive-away for the Core model and topped out at $18,490 drive-away for the top-spec Excite, and those prices were the RRPs listed on MG’s site at the time.

But now the MG3 has become a bit pricier - the current pricing for the range is up, with the base model Core now $18,490 drive-away, while the Core with Nav model costs $18,990 drive-away, and the top-spec Excite grade is a Macca's meal short of twenty grand at $19,990 drive-away.

Wondering what features you get when it comes to the models in the range? It's pretty simple, 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 touchscreen 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. If you're keen on sat nav, you can step up to the Core Nav model, which adds $500 to the bill.
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. 

While the prices have gone up since we originally published this review, the MG3 still scores strongly for pricing and specs, because the market has moved up, too, and like-for-like it's still cheaper than almost all of its rivals - Picanto excluded.

Compared to the previous model, the new one brings more performance to the table.

The Cooper C uses BMW’s 1.5-litre three-cylinder turbo petrol engine, and pumps out 115kW of power at 6500rpm and 230Nm of torque from 1500rpm to 4600rpm. Previously it was 100kW and 220kW.

With a power-to-weight ratio of 91.3kW per tonne, it’s enough for a zero to 100km/h time of 7.7 seconds (previously 8.1s), on the way to a 225km/h top speed.

Mounted transversely, it drives the front wheels via a seven-speed dual-clutch transmission (DCT).

It’s still difficult to imagine Mini buyers not outraged by the manual’s disappearance. But don’t worry. There’s always the Suzuki Swift.

Stepping up to the Cooper S, you’ll find a 2.0-litre four-cylinder turbo-petrol unit delivering a useful 150kW at 6500rpm and 300Nm between 1450rpm and 4500rpm. It was 141kW/280Nm in the old version.

Boasting 117kW/tonne, this one needs just 6.6s to 100km/h and can achieve a 242km/h V-max.

Now known as the FAAR platform, it is an evolution of BMW’s UKL (Untere Klasse, German for ‘lower class’) modular architecture that debuted in the previous model.

Suspension is via MacPherson-style struts up front and a multi-link independent rear end.

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 new Coopers enjoy a drink more than before. By almost half a litre per 100km more, in fact.

Rated at Euro6 and running on 95 RON premium unleaded petrol, the Cooper C averages 6.0L/100km (F56: 5.6), while the more-powerful Cooper S ups that to 6.3L/100km (F56: 5.8).

In terms of carbon dioxide emissions averages, this translates to 137 and 145 grams per kilometre, respectively. With a 44L fuel tank, the potential range-average is up to around 730km.

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.

So far, similarities in design, packaging, dashboard presentation and suspension layout suggest that the electric Cooper and petrol Cooper would be like fraternal twins from behind the wheel.

But in reality, the petrol-powered Mini feels much the same as the previous model, whilst the EV is more akin to what we secretly wish the fantasy Tesla Model 1 would be like. From the future.

Now, we never had a chance to drive the Cooper C, but the closely-related (though larger and heavier) Countryman C sibling – complete with the same powertrain – proved to be a willing and feisty performer once on the go, after what seemed like protracted turbo and DCT lag.

Why the hell can’t Mini just offer manuals again?

The Cooper S, meanwhile, completely lived up to brand expectations, with the familiar, revvy snarl of BMW’s sophisticated 2.0-litre four-pot turbo providing punchy of throttle response and effortless cruising capability, though there’s still some initial acceleration hesitation.

Thankfully, the Mini’s steering is always alert, offering precision and agility by the bucketful, backed up a chassis that seems permanently glued to the road – even in the wet and wintry conditions we had to endure.

Yet, other than a ride quality that seemed better than any previous-gen Mini we’ve ever encountered and so genuinely surprised us, the Cooper S seemed a little… stale compared to the glorious SE EV we had just (reluctantly) surrendered.

A bit like having a favourite dish as leftovers for two nights in a row, it felt a bit passé in 2024, even when surrounded by that dazzling OLED dash and glitzy ambient lighting.

In every important metric – performance, handling, roadholding, ride quality, packaging and (particularly) refinement – the battery-powered Cooper is the more vibrant and alive option. And truer to the vision of the original’s creator, Alec Issigonis, as a result.

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.

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. 

Like all Minis, the Cooper comes with a five-year/unlimited kilometre warranty and five years of roadside assistance.

There are no set service intervals, as the car’s onboard computer will alert the driver based on condition and wear/tear. That said, we recommend going every 12 months or 10,000km, just to be on the safe side.

Mini also promotes several prepaid service plans on its Australian website. According to BMW, “… both new and used Mini owners can upgrade to a MINI Service Inclusive plan for 5-years/80,000km (whichever comes first).”

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.