Dainty MG3 Signals Big Things

There are few major independent British marques left. Apart from low-volume niche manufacturers like Ariel and Morgan, the rest have been swallowed up by bigger motoring monoliths.

Bentley belongs to Volkswagen. BMW holds the Mini and Rolls-Royce reins, while Jaguar and Land Rover are bankrolled by India’s Tata group. Aston Martin is owned by a consortium of investors, including two Kuwaiti companies. Daimler has a stake too. In 2005, the MG brand was bought by Chinese company Nanjing Automobile, which was subsequently acquired by the Shanghai Automotive Industry Corporation (SAIC).

It was a move that upset many traditionalists. But frankly, had it not been for this Far Eastern intervention, MG would have ended up in the British car graveyard buried alongside tombstones marked TVR, Rover and Austin. MG has experienced a promising revival and has re-entered our market under the wing of the Combined Motor Holdings Group. Its local presence has been mild, to say the least. But according to Derrick Bishop, MG SA’s general manager, that is going to change with the MG3 supermini.

A handful of motoring writers got to sample the newcomer, in addition to having a chance to grill company representatives on matters like the marque’s likely longevity in the country. ‘‘MG is here to stay,’’ Bishop said confidently. A current priority is expanding the 15-strong dealer network. This will be followed by an array of new products, including the MG GT saloon, CS SUV and a sports car. The dainty MG3 will usher in big things, Bishop hopes.

The car looks like a youthful city slicker should. Spunky, sharp and dynamic are all suitable descriptions. And in a vein similar to that of the Mini, buyers will be able to pick-and-mix with various colours and decals. You can have a Union Jack on the roof if you want. The cabin is surprisingly spacious. Even my driving partner, fellow motoring journalist Martin Pretorius — blessed abundantly with the gift of height — felt comfortable behind the wheel.

Quality is good too. Apart from the shiny plastic gearstick which looks tacky, surface finishes are inoffensive and it all feels rather sturdy. At present there is just one power source: a 1.5-litre, normally aspirated petrol engine. A turbocharged derivative is on the cards. On the open road, constant rowing through its five-speed manual transmission is imperative to keeping the momentum up.

Inclines are not tackled too enthusiastically and you will need to plan those overtaking manoeuvres carefully. It must be noted that “our” model had just 18km on the odometer when we drove it off the showroom floor. Even though you need to really wind it up if you want to make progress, the engine does not protest at being thrashed. It does not sound as strained as something like a Toyota Etios as you work that rev-counter needle to the precipice of the redline. We are extremely eager for the arrival of the turbo because the chassis of the MG3 is an absolute gem. There is great potential here for rivalry against warm hatches like the Suzuki Swift Sport and Chev Sonic RS.

I would go as far as saying that, despite the dearth of power, this was one of the most surprisingly fun drives of 2014 thus far. The steering is assuredly weighted, but not artificially heavy. Directional changes are dispatched with impressive immediacy and the leather-wrapped, three-spoke wheel sits snugly in the hands. The suspension is brilliant. It strikes that elusive balance between being taut enough to feel sporty, yet supple enough to cope with our inconsistent road quality.

On the sinuous back route to Pretoria, we encountered potholes and uneven tarmac. The way the MG3 shrugged off ripples and bumps had us properly speechless (a rarity among us opinionated motor-mouths). There is one initial problem: MG is having trouble getting enough cars for South Africa. The British market is allocated the bulk of the right-hand drive models, leaving other territories to scuffle for the remainder. But this will be remedied when production begins at a new plant in Thailand. Those models will be made specifically for the South African and Australian markets.

While three specification grades will be offered, buyers will only be able to get the top-tier Style model until stock of the standard and middle-range versions arrives in November. The well-equipped Style goes for R179 900. But one cannot overlook the fact that at this price point, it edges perilously close to the turf of more established, popular players. For the same money you could hop into a Ford Fiesta, Kia Rio or Renault Clio.

I feel the entry-level model makes the most convincing argument. Stacked against budget B-segment offerings like the VW Polo Vivo, Toyota Etios and Renault Sandero, it has the edge when it comes to dynamic adeptness and exclusivity. A three-year, 100 000km warranty and two-year, 60 000km service plan sweeten the deal.

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-Brenwin Naidu