MG U9 2025 Review

Prior to the U9’s launch, MG offered a tentative price guide for the range of between $55,000 and $65,000. However, it has now undercut its own estimate with a razor-sharp figure that even betters its mechanically similar and arguably less complete LDV Terron 9.

At the entry point, the cheapest U9 Explore costs from $52,990 drive-away – about a grand cheaper than the entry LDV before on-road costs – the mid-range Explore X is priced from $55,990 drive-away, while the range-topping Explore Pro is $60,990 drive-away.

That’s pretty sharp no matter which way you look at it, but there are a couple of caveats. Two of the U9’s most unusual and innovative features, being the split tailgate/step and mid-gate folding tray/cabin divide, are only available with the flagship Pro while the latter is a $5500 extra.

All versions are powered by a 2.5-litre turbocharged diesel engine with 160kW and 520Nm sent to all four wheels via an eight-speed automatic transmission which includes a Borg Warner transfer case for low range and rear diff lock. Fuel consumption is a claimed 7.9L/100km.

Also standard to all three U9s are a 12.3-inch central touch-screen butted to a fully digital instrument cluster of the same size, driver’s electric adjustable seat, keyless entry and start, digital radio, wireless connection to Android Auto and Apple CarPlay, and a mix of USB-A and USB-C type sockets.

Standard practical features include LED headlights and all exterior lighting, spray-in tub liner, side steps, roof rails, a full-size spare wheel and tyre as well as a 12-volt power socket.

Safety is also well represented for all variants including autonomous emergency braking (AEB), adaptive cruise control, lane keep assistance, blind spot detection, driver fatigue monitoring, rear cross-traffic alert, two ISOFIX child seat anchors with top tethers and curtain airbags for both rows of seating.

The only exception being a 360-degree camera, which is only offered for the mid and top-end variants, with the latter the only one to get a high-definition camera.

The MG U9 has not been assessed by the Australasian New Car Assessment Program (ANCAP) with MG instead referring to the Euro NCAP five-star result of the electric LDV Terron 9. It has no plans to have the U9 assessed by ANCAP.

MG’s warranty extends to seven years as long as the U9 is serviced within its network. If not, it’s reduced to five years, which is fair enough.

From the way the MG U9 presents in the brochure and specification on paper, to the way it drives and functions practically, there is a lot to like about this new dual cab

Firstly, we think the sheer scale and presence will appeal to a local audience in which giants such as the Silverado, RAM and Ford Ranger Super Duty can seemingly do no wrong, The MG measures a hefty 5.5 metres long and towers 1874mm above the ground, so it’s on the large size without stepping into plus-size territory.

This translates into various practical virtues such as a spacious cabin with a particularly accommodating second row seating area. It also has a large tray area that can take a standard size pallet between the wheel arch intrusions and, when fitted with the optional mid-gate, the tray extends into the cabin area for a degree of flexibility like nothing else – except perhaps the Deepal E07.

We also love the split tailgate which is only available for the range topping Explore Pro. It electrically pops in half to form a clever step, but when closed offers a little extended area in the tray for longer items.

We didn’t throw anything particularly challenging at the U9 but three locking differentials and a proper low-range transfer box are statements of intent. From what we experienced, including a water crossing followed by a reasonably rutted and deep climb, it suggests there’s a lot more to get out of the MG.

Most impressive, though, were its manners on unsealed and potholed trails at higher speeds. We probably didn’t cruise much beyond 50km/h, yet the rear independent suspension with coil springs imparts an excellent ride. It doesn’t crash through ruts, instead absorbing bumps with an uncommon composure.

Unlike virtually every one-tonner on the market which have the unmistakable tail judder and shimmy of a solid axle suspended by leaf springs, the U9’s rear-end matches the front double wishbone for ride and comfort.

In the past, models such as the Nissan Navara and Mercedes X-Class have tried the formula but with negligible benefit. Except for perhaps Ford’s mighty Ranger Raptor, the U9’s execution of coil spring suspension is the best yet in a pick-up.

We also dragged a couple of trailers – a one-tonne horse float and a 2660kg caravan a short distance demonstrating that the 3.5-tonne maximum braked towing capacity mightn't be unrealistic.

While some MGs have been a little too neurotically vocal in the driver attention monitoring department, the U9 seems to be a bit more chilled-out and can even warn when ‘mild distraction’ is detected with a polite notification sound. It’s a refreshing change from some other systems that are only too eager to shout at you with loud warnings and flashing lights for small first offences.

As in the LDV Terron 9, the drivetrain doesn’t make the mistake of trying to be exceptional. Instead, the 2.5-litre turbo-diesel four-cylinder is stoic and torquey and if its claim of 7.9L/100km can be replicated it’ll be an accomplished all-rounder.

During our first experiences with the MG U9, we weren’t given an opportunity to see how it fares on sealed roads, which is a real shame because its ride promises to be as impressive as it is on the unsealed trails. Is MG trying to hide something? We will report back once we’ve had a chance to let loose on the open road.

Speaking of stuff we haven’t yet done – there was no entry level Explore to pore over and establish if the same pleasant quality and refinement cascades down from the pricier variants. On paper it misses out on a bit, but it does get the important gear such as the range-wide powertrain and impressive digital-display suite.

It’s also unfortunate that only MG customers with the biggest budgets get to go home with the cool split tailgate and folding cabin/tray divide. For a ute which is trading so prominently on value and pricing, it seems a little disappointing to ask another $5500 (nearly 10 per cent on top) for one of the U9’s defining features.

That said, MG says it is considering whether to introduce additional variants further down the range, once local demand is better understood.

Build quality appears to keep up with MG’s constantly improving standards, but there was a frequent creaking coming from the rear of the cabin – perhaps one of the seams and joins where the mid-gate latches or seals.

While it’s impressive that MG has managed to offer a 3.5-tonne towing capacity even with the coil-spring independent rear-end, there is a cost to practicality. While some utes can rightly describe themselves as ‘one-tonners’ the MG cannot with a maximum payload of 870kg for the entry Explore, or as little as 770kg for the Pro.

A couple of other minor traits that irked us are a digital rear-view mirror that’s standard on the Explore Pro but cannot be switched to a conventional mirror, and a transmission that refuses to go into drive unless the seat belt has been latched – try telling that to someone escaping an approaching bushfire.

Perhaps you can forgive all or most of the above of a big dual cab that offers so much at such an attractive price, but what we find harder to ignore is its advertised safety rating.

MG is not going to have the U9 assessed by ANCAP and instead is choosing to rely on the rating awarded by ANCAP’s European cousin, ENCAP. This is not an uncommon practice when an identical or closely related vehicle has undergone testing in Europe.

However, the model tested was the pure electric version of the LDV Terron 9 – a vehicle that has no engine under the bonnet, a drastically different weight distribution and subsequent engineering characteristics. While the two vehicles share a lot of driver-assistance and safety tech, we’re surprised that they were considered sufficiently similar to share a safety assessment.

After a quick first taste, the early signs are very promising, but even though the MG U9 looks to be one of the most compelling dual cabs to hit the market in years, there are still a few blanks yet to be filled in.

If its on-road manners are as composed as they are on the unsealed trail, it’ll be another feather in the U9 cap. However, there are torture tests to come that will further assess its towing and off-road ability to gain a final verdict. There are also concerns around its veiled safety rating and minor disappointment when it comes to pricing once all the cool options are included.

However, the U9 aces several key areas that will resonate very well with a fickle and discerning audience. It’s big and objectively handsome, it’s spacious, comfortable and refined at any price, let alone its bargain point of entry.

Rather than striving to be exceptional in every area, MG has clearly understood that the way to Australia’s ute heart is not through ground-up reinvention, but comprehensive enhancement in select key areas. It’s powered by a solid diesel that inspires peace of mind, while its drivetrain is also a tried and tested formula.

Into that mix, the U9 throws a few ingenuous (but pricey) takes on the traditional dual-cab body, a tech-packed and comfortable interior as well as a rethink of the orthodox rear-end. All of which seem to work well. The question is, will Australia accept all of that in a vehicle with an MG badge?

2025 MG U9 at a glance:
Price: $52,990 drive-away
Available: Now
Engine: 2.5-litre four-cylinder turbo-diesel
Output: 160kW/520Nm
Transmission: Eight-speed automatic
Fuel: 7.9L/100km
CO2: 208g/km
Safety rating: Not tested

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