MG MG3

The powertrain here works a little differently than it usually does with self-charging full-Hybrids; first because instead of its electric motor being merely an assistant to a petrol engine, here to some extent at least, it's the other way round.

It can be that way because the battery in use here, though still tiny by EV standards, is at 1.83kWh in size considerably larger than it usually is with a small Hybrid of this sort.

Which means that the green 'EV' icon on the instrument screen stays on a lot more of the time at suburban speeds.

The other thing that's really different about this front-mounted drivetrain is just how powerful it is.

That electric motor develops 107bhp and, in combination with the 101bhp 1.5 litre four-cylinder petrol engine it's paired with, means this MG3 has a rather considerable 192bhp to play with; to put that into perspective, mainstream versions of the much pricier Toyota Yaris Hybrid have just 114bhp.

Small wonder that this MG is much quicker than its Japanese rival, making 62mph in just 8.0s (1.2s quicker than a Yaris) To replicate that quoted acceleration stat, you will of course have had to engage the most eager of the three provided drive modes - 'Sport' (the other two are 'Normal' and 'Eco').

By which time the green 'EV' light on the instrument display will long ago have been replaced by a 'HEV' icon indicating that the engine is in play.

In urban territory, as you'd expect from a petrol/electric small hatch of this sort, EV assistance cuts in and out frequently during town travel to aid efficiency.

At these lower speeds, the powertrain always defaults to a full-EV setting, then, when the battery's depleted, it switches to a 'Series' mode that sees the petrol engine quietly wake up to power a generator that tops up the battery with electricity.

Surprisingly given the larger battery in play here, there's no 'EV' button like you'd get in a Yaris to force a battery-driven drive setting around town.

But unlike with most other small Hybrids, you can select from three levels of brake regeneration to keep the lithium-ion cells topped up.

The fiercest of these - 'High' or '3' - slows the car off-throttle quite noticeably.

Get beyond the city limits and the powertrain automatically switches to a Parallel Hybrid setting which is where for the first time, the petrol engine sends its power direct to the wheels, in combination with the electric motor via a 3-speed auto gearbox.

At speed through the bends, the steering's a little over-light but otherwise handling is quite accomplished, refinement isn't bad and ride quality is excellent.

Unlike MG's Cyberster sportscar, there's nothing particularly show-stopping about the looks of this second generation MG3, but it's a neat piece of design that for real supermini status needed to be a bit larger and wider than its predecessor - and is.

Flowing bodywork sweeps into a fairly generic rear section.

So the bits you'll notice here are all at the front with its swept-back LED headlights.

Pronounced bonnet lines ease down into a sharp nose with a large chrome MG badge above an enormous grille flanked by large air intakes.

A carbonfibre-look splitter can feature below. The minimalist interior borrows its architecture and design cues from the successful MG4 EV and is a big step forward from this MG3 model's cheap-feeling predecessor.

There's a couple of 'floating' twin monitors, a 7-inch instrument display and a 10.25-inch centre touchscreen.

The software is responsive and the graphics are quite sharp.

In terms of overall cabin ambience though, Hybrid superminis like Peugeot's 208 have shown that it's possible to make the interior of a car in this class look more appealing than this.

Still MG's value pricing may well mean you can afford better trimming - the faux-leather upholstery of the top 'Trophy' version for instance. Cramped rear seat space was a failing of the original car.

But a 50mm increase in wheelbase length (to 2,570mm) has improved things a bit.

And helped boot space too.

At 293-litres, the car now has one of the larger trunks in the segment.

Hybrid+ prices start from around £18,500, which gets you base 'SE' trim.

The plusher 'Trophy' version you'll probably want costs from around £20,500.

MG aims to have a price advantage over obvious rivals of around £3,000-£4,000 and is looking to sell around 10,000 examples of this model per year in the UK - which is nearly three times the sales of its predecessor in its best year.. Both MG3 Hybrid+ models come with dual screen technology, 16-inch alloy wheels, air conditioning and a 7-inch digital instrument screen, along with a 10.25-inch colour central touchscreen incorporating navigation, 'Apple CarPlay'/'Android Auto' smartphone-mirroring and a reversing camera.

You also get the 'MG Pilot' package of drive assist and safety camera features, including Autonomous Emergency Braking, Front Collision Warning, Lane Departure Warning, Emergency Lane Keep Assist, Traffic Jam Assist and Adaptive Cruise Control. The 'Trophy' MG3 Hybrid+ included a 360-degree camera, heat for the front seats and steering wheel, keyless entry, privacy glass, rain-sensing wipers, rear privacy glass and LED projector headlights.

There's also keyless entry and leather-style upholstery - plus some extra camera features - Rear Cross Traffic Alert and Blind Zone Detection with Lane Change Assist. 

Advanced, smart features of the Hybrid+ system include a drive and charge system that allows the petrol engine to drive the wheels whilst also charging the battery through the generator.

You'll need to stay away from that feature though to achieve the claimed best efficiency figures - up to 64.2mpg on the combined cycle and 100g/km of CO2.

That's better than a Vauxhall Corsa Hybrid (62.8mpg and 102g/km).

But not quite as good as a Renault Clio E-Tech full hybrid, which manages up to 65.7mpg and up to 96g/km of CO2.

To achieve this MG's stated figures, you'll obviously have to regularly select the provided Eco driving mode - the other two settings are 'Normal' and 'Sport'. What about other running cost issues? Well, all versions of this MG come with an impressive seven-year, 80,000-mile warranty as standard - which is better than most rival brands can offer.

You might be aware that rival Toyota offers a ten-year 100,000 mile package, but MG still reckons its deal is preferable because it's backed by full factory support throughout, whereas direct manufacturer support for rival warranties declines the longer they go on.

In many cases they don't go on too long.

Many competitors still limit you to a three year back-up package; a few offer five years.

MG does better: this is the brand putting its money where its mouth is. The warranty is fully transferrable to future owners.

Additionally, there's a six year factory warranty against rust, while a year's breakdown cover is also part of the deal.

The MG dealer network is growing all the time - the brand expects to shortly have 120 outlets in the UK.

At those outlets, a full digital service record of checks and maintenance provides the customer with complete transparency and full access to the service history of their vehicle.

You'll be offered a range of MG servicing plans to spread the cost of maintenance for up to seven years.

This is a very different kind of MG3 and certainly deserves a place on any supermini browser's shopping list.

The Chinese brand's value pricing means you could properly get yourself this Hybrid model for the price of a European maker's supermini with a conventional engine.

And that Hybrid has class-leading reserves of power. True, this second generation design could have been given a bit more character inside and out.

But it's a big step forward in every respect from the original.

This might not be the supermini you'd intended on choosing.

But it may very well be the one you actually need.