Marque is moving in right direction

It's unusual because normally when minor players in the motor industry start selling more metal, they cash in on their growing popularity with incremental price increases.

But MG Motors has taken a different tack: its sales were up a fantastic 361 per cent last year (admittedly from a low starting point). Its growth comes largely on the back of its second model, the Fiesta-sized MG3, whose low starting price of £8,300 has helped to see it racing out of showrooms.

That it turn has fuelled the sort of dealer interest that car makers need, with the number of showrooms forecast to almost double over the next 18 months.

So now the new, second generation MG6 goes sale this month and the ambitious company has learned the lesson well. Each of the three models is around £2,000 cheaper than the outgoing equivalent, and that's nearer £3,000 is you factor in the new, higher levels of standard equipment.

The backroom boys have listened to drivers and motoring journalists, too, rectifying issues with the first MG6 launched four years ago, In particular, there's a new diesel engine which is quicker, uses less fuel and produces less CO2 than its predecessor, cutting running costs significantly. The car tax due, for example, falls from £110 to £30.

The new MG6 range starts with the S model at £13,995, rising to £17,995 for the top specification TL, prices which are particularly competitive when measured against some of the big sellers in this class.

There's only one engine, the latest generation of MG Motor's 1.9 litre, 150PS turbo diesel which was re-vamped by British engineers to very respectable economy figures (average 61.4mpg) which is also much cleaner, producing 119g/km of CO2 and cutting the VED and benefit in kind tax bills.

Yet there's no loss of performance – in fact the new car is also some 75kg lighter so its 0 to 60mph sprint time has improved from 8.9 to 8.4 seconds. The higher gears in the six-speed box are longer, too, to give the already quiet engine even better refinement and economy on motorway runs. With a hefty 350Nm of torque from 1,800rpm, its pulling power is impressive and effortless, adding to the 'big car refinement' feel.

The Ford Focus-sized '6' is based on a family saloon built by MG's parent company in China, but as well as the powerplant, engineers at the UK company's Birmingham base have had considerable input in adapting steering and suspension to European drivers' tastes and driving conditions.

While it comes from a new company, the new car is true to the MG heritage: it handles well, with sharp and accurate steering and holds the road well, too. One wonders if this is a lesson learned from the company's British Touring Car Championship success, but then the previous road model had already won a 'best handling car' award.

The latest 6 also has a new electronic differential designed to stop wheel spin and to help you round corners. It's difficult to say how well this works: on dry public roads during my test the 6 was more than up to the task without needing its input.

The suspension feels slightly on the sporty side, but it's well damped so this doesn't translate into a hard ride or jiggly steering over bumpy B-roads.

The new 6 has had a facelift, principally apparent in the sharper front end, new grille and LED daytime running lights while at the rear there's a new, aerodynamic bumper and shaped tailpipe. Overall, the MG's form is that of a shapely, sporty fastback, although in fact it's a practical hatchback with no sacrifice of interior space.

In fact boot space is slightly increased over its predecessor – 498 litres rising to 1,379 litres with the rear seats folded down – which puts it well ahead of class rivals and nearer those in the next class up.

A major change is the introduction of MG's own new touch-screen controller/information centre on the TS and TL models.

MG has also replaced the manual handbrake with an electronic set-up, freeing a lot of space in the centre console for secondary control switches. As cars get more and more electronic systems, it's a logical move as it makes the dash itself less cluttered and you're less likely to hit the wrong one.

The seats are well-shaped, with cushioned side bolsters and, in the case of the top spec TL, leather clad, electrically heated and adjustable.

Whichever version you drive, it has the same engine, dynamics and space but the price difference in the three grades reflects the amount of 'extras' you're paying for.

The base, or S, model at £13,995 is still pretty-well equipped with all the usuals such as electric windows and mirrors, air conditioning, alloy wheels, hill hold assist and six-speaker CD/stereo radio but it also comes with heated seats which is not that common in this class.

Despite its illustrious name, MG Motors UK is something of a newcomer to the car industry – the first MG6 appeared just four years ago – but with a combination of British design and engineering expertise plus its parent company's capital investment and manufacturing facilities, it has come a long way in a short time.

Sales are soaring, it's dealer network is growing rapidly and next year its range will be bolstered by a third model, an all new SUV.

While it will naturally be anxious to shake-off the shadows of the defunct MG Rover Group, I can't help but think Cecil Kimber – the man who founded MG 91 years ago – would be pleased with the new company's direction. His philosophy was to take standard Morris cars and fit them with more sporty models and trim to make them attractive to buyers but at affordable prices.

With its new 'fastback' design, sporty yet economical engine, lower running costs and very impressive value for money, the new MG6 seems to have taken a lesson from history which should help put the new company on the road to a bright future.

By John Griffiths