We like
Impressive on-road comfort, meets industry-standard 3.5-tonne towing, nifty frunk, impressive air suspension, intuitive cockpit

Room for improvement
Low payload and tray incompatibility may deter commercial buyers, slightly unnatural brake pedal feel, laggy powertrain, real-world merit still uncertain, some cabin materials better than others

Overview

 

IF you looked at MG’s sports car, hatchback, and sedan-comprised product line-up as late as the mid-noughties, you probably wouldn’t have associated a ute model with the British brand, nor an electric vehicle (because they’ll never take off now will they?).

Yet fast forward to 2026, and the now Chinese-owned MG has both in a single package….

 

The MGU9 EV has joined its diesel-powered equivalent in Australian dealerships, and is the latest contender in a flourishing electrified ute segment.

 

Priced at $78,990 before on-road costs, it finds itself in close monetary quarters with the Toyota HiLux BEV ($74,990 - $82,990 + ORCs) while attracting a considerable premium over the KGM Musso EV ($60,000 - $64,700 drive-away).

 

It serves as a fully electric alternative to conventional internal combustion-powered ute models as well as plug-in hybrid models like the BYD Shark 6 ($55,900 - $62,900 + ORCs), Ford Ranger Hybrid ($61,000 - $72,000 + ORCs), the JAC Hunter PHEV ($49,988 - $54,844 + ORCs), and the GWM Cannon PHEV ($50,990 - $54,990 drive away at the time of writing) and Cannon Alpha PHEV ($57,490 - $64,490 d/a at the time of writing) variants.

 

Meanwhile, the U9 diesel is priced between $51,990 and $59,990 drive away as at the time of writing.

 

MG has pitched the U9 EV as a lifestyle ute, but has a “broad spectrum” of buyers in mind according to local executives, including tradies with lifestyle wants, families that would otherwise have considered an SUV, and fleet operators looking at green-energy options. You can find out more about the MGU9 EV’s intended positioning here.

 

The MGU9 EV features a dual-motor all-wheel drive powertrain with a combined system output of 325kW and 700Nm, good for a 0-100km/h time of 5.8 seconds.

 

Its 102.2kWh LFP battery allows for a WLTP driving range of 430km and supports 11kW AC and 115kW DC charging, the latter allowing 20 to 80 per cent charges to be completed in 42 minutes. It also supports 6.6kW external and 2.2kW internal vehicle-to-load (V2L) functionality. Energy efficiency is rated 26.7kWh/100km.

 

Unbraked and braked towing capacity is rated at 750kg and 3500kg (the ute industry benchmark figure) respectively. Its payload is rated at 685kg, its GVM at 3500kg and its GCM at 6500kg.

 

Measuring 1600mm long at the floor, 1230mm between the wheel arches, and 535mm tall at the centreline of the axle, the MGU9 EV’s tub can comfortably accommodate a standard Australian palette. It also has a power-opening 236-litre frunk (equipped with 2.2kW power outlet and a light).

 

When it comes to off-road-relevant specs, the U9 EV’s approach, departure, and maximum climbing angle of 29°, 25°, and 22.5° respectively. It has an unladen ground clearance of 230mm and a maximum wading depth of 550mm

 

Standard exterior features on the MGU9 EV include (but aren’t limited to) 20-inch alloy wheels, a full-size spare wheel, LED headlights (with manual leveling), daytime running lights, and tail-lights, painted tub liner, a slide rail with hook in the tub, a lift-assisted tailgate, two LED tub lights, two 2.2kW V2L power outlets in the tub, roof rails, and rain-sensing wipers.

 

Inside, you’ll find dual 12.3-inch displays, wireless Apple CarPlay and Android Auto, an eight-speaker JBL sound system, a heated microfibre steering wheel, heated and electrically adjustable front seats (eight-way driver with four-way lumbar, six-way passenger), driver’s seat ventilation and massaging, wireless phone charging, and 64-colour ambient lighting.

 

It is also equipped with electronic air suspension (which MG prides the U9 EV on being the only sub-$100,000 ute to come with four-wheel air suspension) and selectable drive modes (Normal, Eco, Sport, Snow, Tow, Off-road, and Custom).

 

The MGU9 EV’s safety suite includes (but isn’t limited to) seven airbags, autonomous emergency braking, adaptive cruise control, intelligent cruise assist, intelligent speed limit assist, lane keep assist, lane change assist, lane departure warning, emergency lane keep assist, front and rear parking sensors, a 360-degree camera, a driver monitoring system, a fatigue reminder, rear cross traffic alert, rear collision warning, and rear cross traffic alert. The MGU9 EV has been awarded a five-star ANCAP rating.

 

MG has also partnered with Swedish outdoor equipment provider Thule, offering a range of accessories for the U9 EV including roof racks, bike racks, kayak carriers, a rooftop tent, and more. You can read more about MG’s partnership with Thule here.

 

The MGU9 is offered with a seven-year/200,000km warranty (when servicing is completed at an MG dealership) and a seven-year/150,000km battery warranty.

Service intervals come every two years or 30,000km, with service prices ranging between $434 and $629, with the total price for 10 years (or the first five services) coming to $2755.

 

GoAuto had the chance to get behind the wheel of the MGU9 EV at its Australian media launch in Leets Vale, NSW.

 

Driving Impressions

 

A family resemblance is clear between both the electric and diesel-powered U9 models (and indeed the closely related LDV Terron 9) when looking at its body-integrated tray on account of semi-monocoque construction, setting it apart from the vast majority of the ute market.

 

However, the EV can still be distinguished from its stablemate, landing with a different front end design that is sleek and modern, befitting of an electrified vehicle (and is also somewhat less overstated than the U9 diesel). 

 

From the driver's seat, the selection of physical controls is much appreciated, handling things like fan speed, window demisting, and air conditioning temperature.

 

For things like the seat heating, ventilation and driver’s seat massage you have to dive into the infotainment system, which isn’t too much of a hardship as it doesn’t present as overwhelmingly complicated.

 

There is a selection of sub-menus but not a library’s worth, and they seem logically grouped, making it relatively easy to access things like regen’ settings, energy and trip information, and safety system settings.

 

Some cabin touchpoints are better than others. The synthetic leather looks and feels ok although some plastics are a bit scratchy. The gear selector — which seems a bit like an aeroplane throttle — looks good but it feels a little flimsy. Having said that, the MGU9 EV’s cabin is still visually appealing.

 

The centre console armrest storage compartment essentially has you covered when it comes to front row storage, offering plenty of raw space but also a movable tray which reveals two cupholders. 

 

In the second row, for the outboard passengers knee room and headroom are both solid. Space is still good for middle-seat passenger, but they lose some under-thigh support because of the way the bench is shaped.

 

Rear seat amenities include a USB-A and USB-C port, rear air vents, and a storage compartment below the vents. However, there’s no centre-folding armrest or accompanying cupholders.

 

The MGU9 EV’s frunk is very impressive, not just because of its sheer space (of which there is a decent amount) but also because it can be opened and closed via the key or the touchscreen (with the latter even offering the ability to open it to certain angles).

 

Around at the tub which, to the eye appears fairly sizable, the wheel arches really don’t seem to intrude terribly on tub space.

 

Another bonus is the button top the tailgate itself. Press it once to open the tailgate and press it again to lower the MGU9’s air suspension to make loading and unloading easier.

 

It should be noted that our drive time in the MGU9 EV on its local media launch was somewhat limited, but we still get to test it on-road, off-road, and while towing.

 

By sheer specs, the MGU9 EV is a potent vehicle, and it definitely feels it, but the powertrain isn’t necessarily the most responsive. There seemed to be a small delay between pedal inputs (either lifting off or applying power). It’s not unmanageable but it does take some getting used to.

 

When it comes to efficiency, during two short drives (each spanning roughly 23km) in two different MGU9 EV examples, their trip computers returned 35.6kWh/100km and 19.6kWh/100km, the latter drive showcasing that it is possible to achieve MG’s claimed figures. However, longer real-world driving stints will be required to produce a representative efficiency figure.

 

The brake pedal also takes some getting used to as it doesn’t feel entirely natural because of a lack of feel in the initial travel. It ultimately feels a little spongy at times.

 

Its steering isn’t the most direct or engaging in the world as it’s a little slushy on-centre but far from bad and it feels appropriate for piloting this vehicle.

 

What did impress us about the MGU9’s driving experience is its impressive refinement, offering road and tyre noise as well as ride quality more akin to an SUV model than a ute. The testing roads were quite rough, and while you’re still aware of the surface beneath you, the U9 EV provides strong levels of comfort.

 

When it comes to ADAS, again, our drive time was too limited to fully assess the systems interventions, but at a glance they seem fairly non-intrusive. We didn’t encounter the arm wrestle-like experience of an overbearing lane keeping system nor the nagging of irritating beeps and bongs. It all seemed quite undramatic.

 

Our off-road experience was probably among the least challenging we’ve experienced while reviewing cars this year and was essentially limited to driving around a field with a couple of hills and a small rock crawl involved.

 

However, we did take note of the U9 EV’s helpful 360-degree cameras and underside view, as well as the impressive ground clearance offered by the air suspension in its off-road mode. The U9 EV handled the rock crawl – the most difficult part of the day’s off-road exercises – with ease.

 

As for towing, again, it was essentially limited to pulling a trailer weighing in at just under a tonne around a field. While the speeds reached during the test were not particularly high, the MG seems to pull like the trailer isn’t actually there and still offers decent acceleration. However, real-world towing testing will need to be undertaken to assess its true merit.

 

With limited testing under our belts, there’s still a lot that we don’t know about how the MGU9 EV performs in the real world. We’ll need more time behind the wheel to really see what’s what.

 

But at glance, things seem promising. Its on-road comfort and EV powertrain (and the added benefits that go with that like vehicle-to-load) might be enough to sway the opinions of the ute-curious buyers that MG is looking to attract. On paper at least, it’s also up-to-scratch when it comes to towing.

 

Features like the power-opening frunk (including its space on offer) and practical applications of the air suspension are also quite impressive.

 

It's a little rough around the edges in some areas, most notably with its brake pedal feel, powertrain responsiveness, and some so-so interior materials.

 

Furthermore, while it is pitched as a lifestyle vehicle, being a ute, its appeal to tradies and fleet operators still needs to be taken into consideration, and its somewhat lacklustre payload and lack of availability with a steel or alloy tray (due to its tub being integrated with the body rendering it unable to be removed) may deter some buyers.

 

However, if you are in the market for a ute and are in need of an electrified option (or even if you’re shopping for an SUV and are open to trying something different), the MGU9 EV is at least intriguing, and might just be worth exploring.