It was perhaps inevitable that the Chinese car companies who would experience the most success wouldn’t look like Chinese car companies at all. The MG brand was scooped up by Nanjing Automotive Group in 2005. Nanjing shortly thereafter merged into SAIC Motor, one of the Chinese Big 4 (the others being Dongfeng, Chang’an and FAW). MG hopes you don’t even realize their corporate parentage, if the heritage logo and Since 1924 signs on their dealerships are anything to go by.
SAIC Motor was wise to buy the MG brand. For their 53 million pounds, they acquired the tooling for the Rover 75 and the Longbridge factory. More important than that, however, they picked up a recognizable brand name. No, MG wasn’t at the top of the sales charts when the MG Rover Group went under but it’s a name steeped in heritage. It helped, too, that the last MG products – the TF roadster, Rover 75-based ZT, and Honda-derived ZR and ZS – were decent cars, if rather dated. The MG name had just enough heritage without having too much baggage.
The Longbridge factory switched to assembly of CKD kits but the vast halls proved excessive for a skeleton staff and it was shuttered in 2016, shortly after the Brexit vote. Since then, all MGs have been manufactured in China, although MG’s design and engineering staff remain predominantly in Birmingham.
The least impressive of their current line-up is, unsurprisingly, their oldest product: the MG 6. Based on a cut-down version of the 1999-vintage Rover 75 platform, it first arrived in Australia in 2013. SAIC used a local distributor and MG completely fizzled out – I recall unsold examples sitting parked by the curbside for a long time. The MG brand was relaunched in 2016, distributed by SAIC themselves. The 6 returned to Australian shores, mostly unchanged.
That was unfortunate. Even more unfortunate was how little it’s changed since then. The interior is a wasteland of hard, cheap-looking plastics. At least the cabin is roomy, owing to the 6’s tweener dimensions. There’s a choice between a five-door liftback and a four-door sedan, which dusted off the Magnette nameplate.
The 6 is a decent steer, thanks to MG’s British engineers, but it’s hampered by a rather unresolved powertrain – the standard 1.8 turbo is a descendant of Rover’s old K-Series four, mated to a dual-clutch automatic. The car is also priced far too close to established compact rivals and, other than offering a tad more trunk space, is hardly worth the risk. China already has a new MG 6, based on the Roewe i6, but it’s anybody’s guess whether it’ll be exported.
Sitting below the 6 (and the Chinese market-only MG 5) is the subcompact MG 3. It’s a cute little thing, dimensionally almost identical to the Ford Fiesta. The 3 nameplate was first used on a resurrected, Chinese-market version of the Rover Streetwise before switching to this model in 2011. It was the first Chinese MG developed entirely in-house, using no MG/Rover platform.
As is desirable in this segment, there’s quite a bit of customization available including optional sticker packs, lurid interior trim, and two-tone paint treatments. The interior is well screwed together and material quality isn’t objectionable for this segment.
The 2018 3’s cabin was looking rather dated so for 2019, there’s a much-improved interior with an 8-inch infotainment screen. You can see the progress MG is making with their interiors and their infotainment system has also earned plaudits for its interface and ease-of-use.
Unfortunately, the 3 is showing its age. Its three-star ANCAP crash rating is underwhelming. The only engine is a milquetoast 1.5 four-cylinder with 109 hp and 111 ft-lbs, mated to a four-speed automatic; surprisingly, there’s no manual 3 here even though this is one of the few segments in Australia where people will still buy a manual. It’s tempting to criticize the MG for only offering four speeds in 2019 but the Kia Rio and Toyota Yaris hatch do the same. The Yaris is also just as old as the MG 3 and less fun-to-drive. Nevertheless, it’s hardly an achievement that MG has merely matched one of Toyota’s lazier offerings.
You may be wondering what’s so great about MG, considering I’ve only discussed an average subcompact and a moribund compact. Well, MG has two other products that have helped drive increased sales volumes in each year for the past few years: the GS and ZS crossovers.
Launched in 2015, the GS was the first crossover to wear the MG badge. Although that may appear sacrilegious to some, MG has sold a wide variety of hatchbacks and sedans in the past so they’re not exclusively a roadster company. Besides, if Lamborghini can sell a crossover, why can’t MG?
Using a SAIC platform, the GS is about an inch shorter than a Ford Escape/Kuga and around an inch wider and yet, in the metal, it looks scarcely bigger than the subcompact ZS. Leaving the doldrums of MG’s car powertrain line-up, the GS offers two turbocharged four-cylinder engines co-developed with General Motors: a 1.5 with 168 hp and 184 ft-lbs and a 2.0 with 217 hp and a stout 258 ft-lbs. The former is front-wheel-drive-only and available with a choice of six-speed manual or a seven-speed dual-clutch automatic, while the 2.0 GS is equipped with all-wheel-drive and a six-speed dual-clutch automatic.
The base GS costs thousands less than segment stalwarts like the Mazda CX-5 but there are some compromises. Critics have said the ride, handling and steering are mostly good but could use some further finessing and the dual-clutch automatic can be dithery. The elegant, Opel-esque cabin is also awash with hard plastics, betraying the GS’ bargain pricing.
Sitting below the GS is the ZS. This subcompact crossover is roughly the size of a Chevrolet/Holden Trax and is powered by the same naturally-aspirated 1.5 as the MG 3, again using a four-speed automatic.
More interesting is the optional turbocharged 1.0 three-pot, producing 109 hp and 118 ft-lbs and mated to a more modern six-speed automatic. Soon, you’ll also be able to purchase (at least in the Chinese market) an all-electric version of the ZS called, naturally, the eZS.
While material quality isn’t at the level of, say, a Mazda CX-3, the ZS has an attractive cabin. It’s also been endowed with a class-competitive ride/handling balance, agreeable exterior styling, and pricing that undercuts key rivals. A seven-year warranty further sweetens the pot.
In China, there’s a third MG crossover called the HS. It’ll arrive in export markets this year, replacing the GS. There will again be a gutsy 2.0 turbo under the hood and superior technology inside, including a 10-inch infotainment screen (up from 8), a 12.3-inch digital gauge cluster, and a delightful novelty as an option: a 64-colour ambient lighting system.
MG has taken criticisms about interior quality to heart if initial impressions are anything to go by.
Amusingly, the HS’ tagline on the Chinese website is in garbled English. “Drive your hormone”, indeed.
SAIC has said Australia is a test market for MG. If the brand can succeed in this small yet extremely saturated market (around 1 million annual sales across over 50 brands), that may embolden them to try larger markets such as the US. They’re already about to enter mainland Europe, buoyed by strong sales growth in the UK. Although they’re no threat yet to the established European brands, they’ve managed to double their sales and market share in the UK in just a few years.
In Australia, MG managed to outsell established brands like Peugeot and Fiat last year. In the first month of this year, as CarAdvice reported, MG even managed to topple Jeep, Mini and Skoda. Better yet, the MG brand is seeing rapid growth in China. Sales increased by almost 70% in 2017 and then more than doubled in 2018, enough to become one of the 25 best-selling brands in the sprawling Chinese market. That puts it in striking distance of Ford’s ailing Chinese operations and above brands like Mazda and Mitsubishi.
MG won’t just become a crossover-only brand, even if those vehicles are powering the brand’s growth. MG is reportedly working on an all-wheel-drive electric roadster to rival the Mazda MX-5. Additionally, they may develop a production version of the sublime e-Motion concept car. Such a vehicle would provide them with a Tesla rival while also remaining true to the brand’s sporting heritage.
MG will likely continue to expand their global presence. Their products may trail rivals in some aspects but they’re promising efforts. With the GS and ZS, they’re focussing on products in key segments and they’ve quickly grown market share. We’ll have to wait and see if they can sustain it.
Related Reading:
Industry Analysis: Chinese Brands To Watch, Part 1 – LDV
Curbside Classic: 2002 MG ZS120 – Lessons Are Not Always Learnt
CC Global: Missing Out? The European-Branded Cars Sold Only In China
Maybe they should use an alphabetic naming system: A, B, C…
They also race in BTCC
An MG electric roadster like the MX-5 Miata could be a very attractive ride. I bought my ’93 Miata with electric conversion in mind. An MG-E might find a special niche if it’s affordable.
MG is fielding some pretty good looking products.
I’ll bet there won’t be a new Midget . . .
That’s the “Little SUV”. Can’t call them Midgets anymore. 🙂
That front grille on the newest ones is mighty Mazda lookin’. Not a bad look to emulate, mind you.
The new interiors are looking competitive as well. This stuff seems to be improving faster than the Korean items did, at least in the looks department. Quite “western”.
I didn’t realize that MG was actually now available in Australia, and apparently now Europe as well. Every unit sold is one less of the old guard’s units sold. Or less demand for someone else’s used car. Either way, competition is coming and the quality will likely only improve.
All new MG GS SUV.
At least the non-name game continues in other parts of the world.
Drive your Hormone?
I think they need some better English translators…
“Drive your Hormone?
I think they need some better English translators…”
It’s better than your Hormone driving you, I think. 🙂
If you just barely squint that leading picture looks exactly like a pair of RAV4s at a Toyota dealer
They look like RAV-4 inspired vehicles designed for Grand Theft Auto.
RAV4 is the first reverse-engineering choice of EVERY Chinese brand. XA20/XA30 RAV4’s exhaust pipe curved beneath its rear suspension components and makes a distinguish shape there. A lot of Chinese SUVs share this character.
2000s Toyota fleet was the mine of ideas for newly established Chinese brands. Chery is still selling their own XA20 RAV4 in mainland and Africa. BYD accomplished Aygo, Corolla and Lexus RX, all aviliable in EV. Geely’s sub-brand Vision rebuilt the entire fleet, Vision X1 – Aygo, X3 – Yaris, X6 – RAV4, sedan – Corolla. Yaris sedan was aviliable before 2019 and Camry before 2016.
eZS would flow so much better and has a double meaning in American English that “zed” loses.
Glad you wrote this up William. I’ve been seeing some post-Rover75 cars with an MG badge lately, had no idea their penetration into our market was moving so fast. So long as they can deliver a quality product, I think the decision to use the MG badge will prove to be a smart move in the long run. The moment they put out a genuine alternative to the Miata, look out everyone else.
I do think they need to develop the ‘face’ for their cars. That little octagon badge is not quite strong enough on its own and they’ll need something more standout (grille shape less Mazda-ish – as Jim has observed above). It looks like they are using the bottom half of the octagon right now, and if they refine or strengthen this approach this could be the face of China’s most credible-appearing automotive brand.
I’ve seen a few of these around, including one of the illusive MG6. It seems to have taken a while for them to catch on. There are still quite a lot of the Rover ZS about (the last Rover 45 in MG form) but they’re saloons or hatchbacks very unlike the new one.
Several years ago, I saw internet sales of many of the classic bicycle brands that I recalled from the ’70’s — Mercier, Raleigh, Compagnolo, Atala ……
Pretty soon I realized that the names had been purchased by low-quality, quick & cheap mass manufacturers. They may as well have been the house brands of big box stores.
I’m afraid these “MG’s” may be much like those 10-speeds.
Agree
I view it as dishonest marketing. Wouldn’t drive one if it was free.
A quick note regarding bicycle and branding: Since the 1970’s Bike Boom, the number of bicycle manufacturers who actually build bikes in their own factories, in the country that you associate with the brand, can be counted by the fingers on one hand – and possibly have a finger or two left over.
To the best of my knowledge, they’re limited to Bianchi (high line bikes only), Trek, Cannondale (neither of these two brands existed during the Bike Boom), and Gitane (not sold in North America anymore).
Schwinn went bankrupt in the 1990’s and today is nothing more than a brand name made in China in two different lines: A high line that sold in bicycle shops, and a cheap line sold at Wal Mart and Target. Raleigh quit producing British-made bikes for America in 1980 and sold the name to an American company during the 80’s. Peugeot quit making bicycles, period, although I’ve heard they’ve gotten back into the business in the last few years, not sold in America.
Bottom line: ALL bicycles selling for under $1000.00 are made in either China or Taiwan. Period. No matter what brand. You want an American-made Trek? Better plan on spending at least $3000.00, for something with state of the art carbon fiber, 11-speed rear, and electronic shifting with battery pack. And we’re talking Tour de France class race bikes only.
Mercier, Windsor, etc. are all Chinese made bikes. So what? The frames are excellent, the components name brand and entirely proper for the given price class, and the bikes ride well. The only downside is they come from the shipper, in my eyes, 90% set up, still needing the final tune-up that comes from a bicycle shop bike.
Which is my retirement business is the reopening of Syke’s Cyclery in my garage. I’ve set up a number of these Chinese built, European named bikes, and they’re excellent.
Oh, it’s not only bicycles. How many times have the motorcycle brands Indian and Norton been dragged out again and again? Each brand having nothing to do with the original American or English factory that originated them? Nobody’s screaming “cheat” there. And I really want to own an Indian Scout. I have already owned a Springfield built Scout, am openly looking for a Gilroy Scout, and eventually will own a Polaris-built model.
British reliability and Chinese quality. What could go wrong?
“Chinese Leyland?”
Between the new MG dealer and the “Not Burger King” next door I don’t think Australia is as believable as Grand Theft Auto, but your graphics are much better. 🙂
It’s certain the graphics are way, way above the driving standards, which, believe me, are unbelievable.
There is a funny story about “Not Burger King”: when they first came to Australia there was already a hamburger shop called Burger King, and they could not come to an arrangement hence made the “Hungry Jacks” name. A ‘clever’ guy heard about this, so started a Hungry Jacks burger shop in New Zealand before they could expand over there, thinking he would be able to sell the registration of the name to them & profit! But instead they just opened as Burger King because that name was available…
There are now a few Burger King branded outlets, so something has changed in the last 30+ years.
I’d need more testosterone before driving the MG6, not just because the platform is 20 years old but because the power source is derived from the often-steam-powered Rover K-series. To misquote H Ford, some parts of history are junk, junk also being what they should do to that model.
But the 3 has appeal, as does the SUV, and the badge under which they’ve arrived was indeed a wise purchase. “MG” seems to be known even to non-driving air-Pod festooned millennials. If they hear you ask the question. It seems to have fallen through a pretty patchy history with some cool still remnant.
Slightly off-topic, William, but I’m really struck how Peugeot-Citroen are still such weeny players here, even with the advantage of long history and lots of good products (despite, er, European levels of reliability at times). They certainly should have a whopping advantage over a Chinese start-up, yet are outsold by it in short order. The local distributor should employ whoever SAIC did to market their stuff!
Interesting. In the UK, there’s still a bunch of MG diehards, who scan the current range of ‘MG’s for any signs of life ( eg, at AROnline ).
However, since you can go months without noticing one on the road, the reference above to ‘strong sales growth in the UK’ might need calibrating.
ie, If a very, very small number changes to a slightly less small number…. then that can be described as strong growth….. but in a somewhat abstract sense.
Sales stats…………2017…..2018
MG MG3…………..52………564
MG MG6 Plus……372…….418
MG ZS………………………..1692
MG GS…………….152…….333
Note that the MG3 outsold Ford Fiesta last year, the ZS outsold many more well-established competitors including Fiat 500X, Ford Ecosport, Jeep Compass & Renegade, Peugeot 2008 & 3008, Renault Captur plus other niche vehicles like Nissan Juke & Suzuki Ignis.