MG 6 Magnette 2013: First Drive

What we liked:
>> Build quality
>> Sorted dynamics
>> Interior space and comfort

Not so much:
>> Relatively pricey
>> Old-school drivetrain
>> Four-star EuroNCAP rating

This is motoring.com.au’s first homebase test of the re-born British brand since it became Chinese property in the mid 2000s. And like most in this category, the MG 6 presents with both pros and cons.

On test is the MG 6 Magnette (sedan) which will be sold alongside its GT (hatch) sibling in Australia. Each body type is offered across a choice of three model grades: S, TS and high-grade TSE (as tested).

Currently offered only with a SOHC 1.8-litre turbo-petrol engine and five-speed manual gearbox, the MG 6 achieves a combined test cycle fuel consumption figure of 7.5L/100km and CO2 emissions of 174g/km. They’re figures you’d hardly call ‘class-leading’ but they are surprisingly consistent with real world experience. On test, and through a mix of highway, country and city driving, we managed an average of 7.4L/100km, according to the MG 6’s on-board trip computer.

MG says the MG 6 is capable of accelerating to triple figures in 8.4 seconds. But according to our own timing results, these figures are a bit of a stretch. Our GPS-based V-Box unit timed the MG 6 at 9.6 seconds after three 0-100km/h runs (0-60km/h in 4.3sec). It’s not earth shattering, but still quite decent.

The same could not be said of speedometer accuracy which showed an actual speed of 93km/h when 100km/h was indicated.

And while performance figures are one thing (and likely to change with driver/weather/weight/surface/etc.), the MG 6’s dynamic qualities are quite another-- in a good way. What it lacks in acceleration it makes up for behind the wheel.

The MG 6 is not a corner carver by any stretch, but it’s not meant to be, either. Suspended by a strut (front) / multi-link (rear) arrangement the MG 6 offers a decent mix of ride and handling, though on the 17-inch shod TSE variant, this blend did feel more firm than flattering.

Playing a critical role in this balance is the MG 6’s substantial 1450kg kerb mass. The suspension must work harder to counter the effects of this weight on rough roads and, for the most part, we’re pleased to say it does a reasonable job.

Also doing a reasonable job is the five-speed manual gearbox. The shift itself is quite positive of action and the gates well spaced. The car is geared appropriately, too, and is happy to ‘pull’ in fifth gear, lacking the significantly overdriven characteristics you find in most modern six-speed transmissions.

We found the engine note to be a little coarse when worked hard. And it’s no powerhouse -- overtaking stretches its ability. There’s also noticeable turbo lag from a standing start. Although you can work around this with the manual transmission, we’re not sure the issue will be as well disguised when the twin-clutch automatic version arrives locally mid-next year.

Add to these small issues steering feel that’s somewhat synthetic, and it’s not a perfect recipe. The electro-hydraulic unit’s weighting is a little firm, especially at manoeuvring speeds, and the wheel is quite eager to return to centre, which means you find yourself ‘holding it back’ during long radius bends. However, the MG 6’s turn-in is rather nippy and the rack speed sharp enough for the car’s application (turning circle 11.4m).

The MG 6 is halted by four-wheel discs (284mm front / 276mm rear) which, around town, feel no less adequate than most in this segment. The pedal feel is consistently weighted and soft stops are easily achieved, but after repeated hard stops on winding roads there was a touch of fade experienced.

From the driver’s seat the top of the range MG 6 Magnette TSE provides a generous level of comfort and the ergonomics are reasonably good.

The driver’s seat offers the usual levels of adjustment and the base is deeply cushioned. It’s a similar story up back, though we found the rear bench’s leather to be particularly slippery.

The MG 6 is also impressively quiet at freeway speeds where engine intrusion is minimised. There’s little wind noise or tyre road meaning the ambient noise level at 80km/h was a respectable 73dbA.

The steering rack can be altered for both tilt and reach. Visibility is on the better side of average, though the steeply raked rear window makes for a slightly narrowed rear outlook.

The Magnette and GT have a very similar silouhette, disguising the fact the latter is a liftback. A brief drive of the GT suggests noise and vibration levels are no worse or better than the sedan. Given the extra amenity the GT offers (the rear seats tumble to offer a cavernous luggage area), that variant may well be the pick of the current line-up.

Our top-shelf TSE-grade MG 6 Magnette arrived with much the same level of equipment you’d expect of its rank. Power windows and mirrors, keyless entry and an eight-speaker audio system are standard fare, as is cruise control, 17-inch alloy wheels, and foglights.

The Chinese-built newcomer also offers an electric tilt and slide sunroof, rear parking sensors, a reversing camera, a tyre pressure monitoring system, auto wipers and headlights, dual-zone climate control, Bluetooth telephony, electrically-adjustable and heated front seats and sat nav (which is yet to be programmed with local maps).

If we have any complaints from inside the cabin, it’s that the decor is dated visually and that some of the switchgear is inferior to many at this pricepoint.

The indicator and wiper stalks are particularly plasticky and the steering wheel buttons from audio, trip computer and cruise control functionality feel quite cheap, especially the scroll/push dials set on the horizontal spokes.

The level of oddment storage is also quite tight with narrow door pockets, small (but chilled) centre console bin and snug glovebox. The centre console is not well utilised with much of the flat surface consumed by a ‘hidden’ park brake, which is itself oriented towards the passenger side of the car.

All MG 6 models are offered with the expected level of safety equipment (six airbags, antilock brakes, stability control, et al), however, this wasn’t enough to see it top the grade during EuroNCAP testing. The MG 6 managed a four-star EuroNCAP score tallying circa 70 per cent marks for occupant protection and safety assistance criteria, but only a 42 per cent count for pedestrian protection.

A similar sized offering to the Skoda Octavia, the MG 6 is quite well packaged and offers a generous amount of cabin and carrying capacity (boot space is 472 litres). Entry and egress through both the front and rear doors is agreeable and the accommodation within better than most nameplates the Magnette seeks to challenge.

But where we believe the MG 6 will struggle most is in its price. The $27,999 list price of the admittedly well-equipped Magnette TSE is substantial when weighted against established marques.

A Holden Cruze CDX offering much the same equipment asks $24,190 (plus ORCs) and has the added bonus of an extensive dealer network -- and an automatic transmission. A Nissan Pulsar ST-L comes close to equalling the MG 6’s kit list and asks $23,650 (plus ORCs). It too is a better-known prospect, and makes a compelling argument against the pricier newcomer.

Ignoring that side of the equation, the MG 6 does have a lot to offer. Least of all a badge with no shortage of heritage.

The MG 6’s amenity and accommodation levels are commendable and the ride/handling mix better than expected.

Were it not for a few NVH issues, its lack of an auto transmission option and the need for a more modern drivetrain the MG 6 may have stood proud in this busy segment.

As it stands, however, the MG 6 is just another reasonably good car competing for an ever-shrinking slice of the small-car pie.

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