The Ute segment is hot as it gets in New Zealand, and each new model feels like it needs to prove itself over the competition by being larger than before, and larger than all others. So how does a new entrant play at that game, having their first foray into the segment, with a unibody offering, no less? That’s what the MGU9 seeks to answer.
Same way I did with the MGS5, we have to start from the same spot here: talking naming. Again, I’ll stick to how it’s shown in their material – MGU9 – which clears it up, but only so much. And if you don’t know what I’m going on about, U9 is also the name of the Yangwang supercar that jumps and breaks speeds records for breakfast.
I get it, naming products isn’t easy, but originality goes a long way, especially when your product is a joint venture badge engineering project. This is because this ute can also be had as a LDV Terron 9, but MG found clever ways to make the MGU9 different enough to be compelling in this market.
First up is design. I bet the MG badge here stands for Muito Grande (“very big”, in my mother tongue), and the massive grill up front amplifies this impression. The unibody and the slab-shaped side profile make it look even bigger, making the ubiquitous “competition” look small in comparison. And while there is a clear compromise there in terms of maneuverability and visibility, it commands respect on the road and translates to great usable space, both in the bed and the interior.
In the bed department, you get little intrusion from the wheel wells, a robust bed protector and just a handful of tie down points to carry 1200L around. Unfortunately, my loaner didn’t have the extendable bed option, which folds down the rear seats to allow for longer cargo, and it was dearly missed for my courier duties, because it meant I had to drive with the tailgate open. But, by having the camera mounted to the tailgate, neither the 360 camera nor the rear mirror worked (as it can only be had as a digital view), making navigating a tight parking lot a two person job. This is a very normal ute use case, which I was surprised to see be overlooked.
To get inside , the MGU9 mixes it up by having both a “normal” door opening and a pop-up mechanism. The weird part? The button doubles as the door release and the keyless lock, and of course I had to find that out by leaving the car with the door half open parked overnight on the street when thinking I had locked it.
But once there, the space theme continues. The cabin is vast, with the distance to the door cards and the breadth of the centre console giving you this sensation of sitting in something noticeably wider than the norm. It feels almost American in its packaging. Quality varies, but the seats steal the show: flat in shape to make easy access, but wonderfully comfortable in execution, with massage and heating functions that work quietly and effectively. The software interface again reveals the ute’s true lineage with its graphics and typography, but the layout is intuitive enough once you settle in. Even without the optional collapsible rear seats, the interior proved extremely practical during my time with it.
Technology is functional rather than forward-thinking. There are physical buttons for some of the usual functions, but why not have a lock/unlock toggle rather than a dedicated button for each one and use the other for a volume rocker? The highlight is the 360-degree camera system, which is essential when piloting something this large (unless the bed is open, that is). The infotainment system performs reliably enough and has it quirks, but it is good to interact with thanks to a pleasing layout and a satisfying switchgear.
Mechanically, there’s a lot to cover. Power comes courtesy of a remarkably smooth 2.5L turbo 4 cylinder diesel, delivering its 520Nm with a calmness that suits the size of the vehicle, and brings a 3.5 tonne braked towing rating. The gearbox complements it perfectly, offering consistent, predictable shifts with no hunting or indecisiveness. It’s a combination that never felt underpowered during my time with it, delivering that warm and reassuring sound of a diesel ute while not feeling agricultural.
An interesting talking point is the off-road hardware on offer. It is an extensive package: front, centre and rear locking differentials, a very low low range, and multiple terrain modes, creating an interesting mismatch between capability and likely usage.
This is because, in my usual framework of the ute buyer, those drawn to a unibody ute are unlikely to require this level of hardware, whereas those that want all this extra (and expensive) capability are likely to prefer a ladder frame. Regardless, its presence adds a peculiar bragging right to the spec sheet, and does not feel at all like a skin-deep addition: the driving modes greatly change all inputs, and the low range literally reminded me of a hay transporting tractor I drove back home. It feels very capable, and I would love to put these systems through their paces.
There is even an Off-Road Expert mode, that shows you relevant information and benefits from the bonnet view, and it is very helpful in those situations. When clearing crests, the long and tall hood hinders visibility, to the point I even used it in the city. But as a daily tool, a long-haul cruiser, and a load-moving workhorse, it performs with surprising calmness and refinement.
A few of the changes that MG applied to “its version” are in the suspension department, and that effort pays dividends; ride quality is polished, not too crashy, and more comfortable than expected from something this large. On the road, it obviously drives large, but still approachable, although it feels like an in-between step, not rough as a ladder frame, but not composed enough to disguise itself as a car. It feels poised at open-road speeds and stable in urban environments once you adjust to the sheer mass, and behaved very predictably in my regimen, which granted, didn’t include towing.
The diesel’s refinement is one of its most appealing traits, and fuel consumption landed around 11.5L/100 km, with a full-tank (80L) range of roughly 700 km. The 770kg payload – up to 100kg more depending on trim – sits in the middle of the pack, very much aligned with expectations for a unibody ute.
The MGU9 is a nice exclamation mark with a few question marks around it. It feels like a product that MG has adopted rather than engineered, that feels disconnected to their lineup and purpose, and that might have an uphill battle to find its niche. It might not be for everyone but, for those in the target demo, it gets fundamentals ticked just right.
It is impressively smooth and spacious, drives and rides very nicely, looks the part and offers enormous practicality. For buyers who prioritise refinement, interior comfort and sheer size, the U9 will be a compelling proposition. For those looking for the next evolution of MG’s identity, it may raise more questions than answers. Either way, it is a ute that leaves a strong impression, and that alone could be worth of “mission accomplished”. Thanks, MG, for the opportunity, and thank you for reading this far!
