Ford Everest vs MG U9

What's the difference?

It's a shame we didn’t get to try the new Everest’s engine in the context of towing. Because even though Ford is now offering the V6 engine on all Everest variants, towing ability is often front-of-mind stuff for families with caravans and boats.

But there’s still an awful lot of love for the Everest in the market and we reckon there are still plenty of families who haven’t yet seen the light. Frankly, the Everest makes a lot more sense than a dual-cab ute if you’re moving people and not tools of the trade.

And if the new engine does prove to be a more reliable thing than the one it replaces, that should (for some buyers) be enough compensation for the performance trade-off.

And as for the Chinese raiders in the mid-sized SUV market, the Everest still has the wood on the vast majority of them on and – definitely – off-road.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The MG U9 Explore Pro has genuinely surprised us. It’s not without quirks as some safety tech can be annoying, and it’s a bit thirstier than expected but it’s a solid, practical family ute with great features, and capable 4x4 performance. Stylish, comfortable, and still relatively affordable, I like this one a lot.

Visually, the only real changes to the Everest from a design point of view are a move from some bright trim items around the vehicle to a darker colour. Some new alloy wheel designs also feature, but that’s about it apart from a couple of new hero colours on the more expensive variants.

The interior is likewise unchanged, which is another way of saying it works well and didn’t really need to be altered. The dumping of the third row of seats in the Sport model represents the biggest packaging swerve.

Stylistically, the limited edition Everest Wildtrak still makes a pretty serious statement with its orange-accented trim, power-folding third-row seat and 20-inch alloy wheels.

You can kind of see why Ford might not feel the need to make massive changes, either. When you’re outselling your arch-rival, the vaunted Toyota Prado, about 8100 to 6400 (year-to-date to April) you must be doing something right.

At 5.5 metres long and with a bonnet that seems to stretch on forever, the MG U9 wouldn’t look out of place lined up alongside American ute giants. It’s big, bold and unapologetically muscular. So, if you’re into that tough, road-dominating look, this one’s right up your alley. The bonus, though, is that it’s not quite as massive as its Yankee cousins, so you get all the presence without the parking anxiety (well, you'll get some).

The front end makes a statement with its huge LED lighting signature and chunky 20-inch alloys, while the squared-off stance and flared guards give it that “ready for anything” vibe. Which helps sell the idea that this ute looks built to take on the world, whether that’s a muddy trail or a suburban carpark.

Step inside and the cabin continues the theme. Every design element builds on the tough exterior aesthetic, from the wide, supportive seats and oversized centre console to the panoramic sunroof and expansive dual media displays that wrap around the driver’s view.

I love the gear shifter design because it looks like the throttle of a jet and has a really satisfying hand feel. There’s even a thoughtful safety feature, with a window breaker tool that's tucked neatly under the lid of the centre console. It’s one of those features you hope never to need, but it’s reassuring to know it’s there.

Overall, the U9’s cabin feels modern and impressively put together, with good textures, soft-touch materials, and just enough flair to keep it interesting.

It might be a capable off-roader, but the Everest is also a large family car in a lot of cases. So cargo space is critical. In the case of a seven-seater Everest, there’s 259 litres of luggage space with all seven seats occupied. But configured as a five-seater, that number jumps to 898 litres. With just two on board (a typical camping or outback touring scenario) and both rear rows folded, there’s 1823 litres of load space.

If you do take your Everest off-road, there’s a fair bit of kit aimed at making that stress-free. That starts with side-steps (ever tried to enter a high-riding 4X4 when it’s parked on a slope?) underbody bash plates and even a pair of recovery points at the front. There’s also hill descent mode and a locking rear differential as standard.

Regardless of what you use an Everest for, the interior of even the most basic variant has four USB ports, plenty of cupholders, 12-volt power sockets in the centre console and the cargo area, automatic wipers, wireless connectivity for Apple CarPlay and Android Auto, digital radio, third-row air vents, wireless phone charging and keyless entry and start.

While the Everest is less likely to appeal to tradies (there’s the Ranger dual-cab for that) with huge trailers, it does retain the 3500kg towing limit that makes caravanning a reality in 2026 where huge, off-road vans are increasingly popular (and heavy).

All Everests also get a full-sized spare tyre.

The MG U9 Explore Pro offers plenty of cabin space, and it’s easy to get comfortable in both rows. Even with a full load of passengers, you never feel cramped, which is commendable in this segment. Despite its 220mm ground clearance, getting in and out is easy thanks to wide door apertures, sturdy grab handles, and handy side steps. You might still need to give little ones a hand, but my exuberant nine-year old loves hopping in and out (sometimes even via the tray window).

The doors themselves can feel a bit heavy to open when you’re parked on a slope. Inside, each door has an ‘easy-open’ button instead of a traditional handle. Listen, it’s a cool touch, though arguably a bit over-engineered for a ute. Just remember, the exterior door buttons aren’t for keyless entry, they’re also easy-open switches, so you’ll still need the key fob to lock the vehicle.

Seat comfort is excellent. The powered front seats are well-padded with long bases and heating, while the driver scores the ultimate setup with ventilation and massage functions. The second-row bench is firmer but still comfortable for longer journeys. Families will find two ISOFIX and top-tether anchor points, though using a rearward-facing child seat might be tricky if you’re on the shorter side.

There are enough storage options throughout the car to keep the cabin looking neat. Up front, there’s a shallow glovebox, long door bins with mini shelves, and a large centre console with a sliding top tray. The centre console also houses a wireless charging pad, USB-A and USB-C ports, and the car’s only 12-volt socket, plus two cupholders and a dedicated phone slot.

In the back, there are deep map pockets, door bins with bottle holders, and two cupholders in the fold-down armrest. Rear passengers also get directional air vents, USB-A and C ports, and heated outboard seats which is a nice feature in this class.

Up front, the dashboard features a curved panoramic display combining dual 12.3-inch screens. The media system’s touchscreen is responsive and easy enough to use, though some functions (including seat controls) are buried in menus. Thankfully, you can customise the homepage with shortcuts to your most-used features. The system includes wireless Apple CarPlay and Android Auto, built-in navigation, and an Amazon Music app (though you’ll need an Amazon Prime subscription to use it).

A digital rearview mirror is standard in this grade and while you can revert back to a regular mirror, it defaults to 'on' every time you get in the car. It's annoying that you have to find the hidden button on the mirror and change it each time you want to drive somewhere.

As for the tray, it’s big enough for a standard pallet and offers a 770kg payload capacity. The spray-on liner, full-size spare wheel, and powered tailgate come standard, while the Explore Pro’s built-in tailgate step (rated to 170kg) is a genuinely useful addition. There are several tie-down points, including some on a track system, plus a single tray light for when you’re loading up after dark.

The MG U9 arrives with a line-up of three grades, and we’re testing the flagship Explore Pro, which wears a sharp price tag of $60,990 before on-road costs.

That positions it against other value-focused Chinese utes like the LDV Terron 9 Evolve, which shares similar underpinnings (and even some exterior shaping) but undercuts the MG with its $58,937 drive-away price tag. There’s also the GWM Cannon Alpha Ultra, slightly more affordable again at $57,490 drive-away.

The similarly sized Foton Tunland has just arrived and the flagship V9-S undercuts them all at $49,990 before on-roads.

However, I’d argue the Explore Pro’s mix of genuine adventure capability and well-executed premium features makes it feel like the better-value option overall.

Standard equipment is generous, with leather upholstery, powered front seats, heated front and rear outboard seats, and even ventilation and massage functions for the driver. The powered tailgate includes a built-in step rated to 170kg, and there’s also a full-size spare wheel.

Tech and comfort highlights extend to dual 12.3-inch displays, dual-zone climate control, a panoramic sunroof, digital rearview mirror, and an eight-speaker JBL premium sound system.

Connectivity is just as comprehensive, with wireless Apple CarPlay and Android Auto, digital radio, AM/FM radio, an Amazon Music app, over-the-air updates, USB ports, and built-in satellite navigation. All of these features combine to give the U9 a surprisingly high-end feel for the price.

Our test vehicle also includes the optional ‘Smart Hatch’ package, which adds $5490 to the price. It brings a powered rear window (a feature my kid absolutely adores), along with folding rear seats and a folding rear hatch, allowing you to extend the load space beyond the tray, which is a clever touch for families and weekend adventurers alike.

There are a couple of changes to the Everest’s powertrain, both of which are kind of the headline story of this facelift.

The first is that Ford has moved to make the V6 turbo-diesel with its 184kW and 600Nm available on all Everest specifications as of now.

But more importantly, there’s a new 2.0 litre four-cylinder turbo-diesel replacing the old bi-turbo 2.0L, and the 10-speed automatic transmission is now standard across the Everest range.

But why replace a 2.0L diesel with a 2.0L diesel? The answer has a bit to do with globalisation and production rationalisation, but also the fact that the new engine features a simpler, potentially more robust, layout. Oh, and of course, with one turbocharger instead of the old engine’s two, it’s cheaper to make.

It’s no secret some Everest (and Ranger) owners have experienced problems with the bi-turbo engine’s durability, notably the wet timing-belt layout. Fundamentally, this is a rubber toothed timing belt that runs in an oil bath, counter to what the majority of engine makers do with their dry-belt engines. But Ford has gone one step further here and replaced the rubber belt altogether with a timing chain that should last the life of the vehicle.

Compared with the old engine with its 154kW and 500Nm, the new unit is a bit puny on paper with just 125kW and 405Nm. A lower final-drive ratio in the differentials should help mask that, however, by keeping the engine in its turbo-boost zone more of the time.

All MG U9 grades come with a 4x4 drivetrain and share the same 2.5-litre four-cylinder turbo-diesel engine, producing 160kW of power and 520Nm of torque. That’s competitive for the segment and supports a 3.5-tonne braked towing capacity, which is right in line with most of the established players.

The eight-speed automatic transmission features low-range gearing, multiple terrain modes, and front and rear differential locks, so there’s plenty here to keep off-road enthusiasts happy. However, its ground clearance and wading depth (220mm and 550mm, respectively) are on the lower side compared with some rivals, which might limit just how far you’ll want to push it off the beaten track.

If there’s any pay-off in the reduction of power and torque for the new engine, it’s likely to be the promise of improved fuel economy.

Ford claims 7.1 litres per 100km for the new 2.0-litre and, combined with the 80-litre fuel tank, that gives a theoretical range of close enough to 950km. Of course, it won’t be anything like that in the real world and a country-road fuel consumption figure of between nine and 10L/100km is much more likely, with a corresponding range closer to 700 or 800km.

V6 versions of the Everest claim the same 8.5L/100km (combined urban/extra-urban cycle) fuel figure as before, and, like before, the real number is going to be closer to 11 or 12 litres in normal running.

The Everest also requires AdBlue and there’s an 18.5 litre tank for that that needs to be replenished every few thousand kilometres.

The Explore Pro has a claimed combined fuel consumption of 7.9L/100km, and with its 80L fuel tank, that gives a theoretical range of up to 1012km. In real-world use which includes school runs, grocery trips, and a longer highway stint, our results were a touch thirstier than expected at 9.4L/100km and that's not even carrying a serious load. Still, for a fully equipped 4x4 ute, its not terrible.

I’d love to be able to tell you what the new 2.0 Everest is like as a tow-vehicle. But we just didn’t get the chance to hook up a load at the recent launch. However, it’s likely towing will really show up the loss of power and torque compared with the old 2.0-litre, so keep an eye on carsguide.com.au for a full tow test of the new engine in the Everest and the Ranger.

What we can tell you is that the new engine feels and sounds very much like the one it’s replacing. Which is to say it’s quite smooth, relatively quiet and overall a very civilised package. Acceleration is adequate rather than ample and when you start to wind the engine out, you begin to feel the loss of those kiloWatts and Newton-metres.

But it’s strong enough in the typical overtaking range, and if you’d never driven the old 2.0, you won’t know what you’re missing, anyway.

Since the rest of the dynamic package including suspension, brakes, steering and tyres haven’t been altered this time around, it’s no surprise the new Everest is just as good as the previous version. Which, compared with much of its competition, is very good indeed. The Everest has always had the drop on the majority of its competitors in terms of on-road manners and off-road capacity.

And don’t even bother comparing its off-road chops with those of a typical mid-sized SUV that happens to have all-wheel drive. With its huge wheel articulation, low-ratio transfer-case and excellent ground clearance, the Everest is a proper off-roader in every sense of the term.

The Explore Pro delivers decent power with minimal lag when accelerating from a standstill, though you’ll want to ease off the throttle a bit as the tyres can slip if you’re too enthusiastic. There’s a real sense of deep power reserves, making it easy to maintain speed on hills without feeling strained.

Handling is impressive with steering that feels well-balanced - not too light, not too firm. The suspension is forgiving while still providing enough feedback to keep you confident on the road. Corners are tackled with minimal body roll, which is reassuring in a vehicle of this size.

For a diesel, the cabin is quieter than expected, though wind and road noise creep in at higher speeds. Around town, it delivers a surprisingly refined experience.

Visibility is a bit mixed. The higher seating position gives a commanding view out front, but the thick B-pillars and the digital rearview mirror can occasionally hinder your sight lines.

Being a long vehicle at 5.5 metres, paired with a 13.3-metre turning circle, means you sometimes need to be selective about parking. Ramps can be fun to do… or embarrassing if you misjudge your angle and it's often easier and safer to back into a space. The 360-degree camera system is excellent and makes manoeuvring a lot less stressful, though.

The MG U9 carries a maximum five-star ANCAP safety rating from 2024 testing, though it’s based on results from the Maxus eTerron 9, an overseas electric ute. Our Explore Pro comes with seven airbags, including a front centre airbag and curtain airbags covering both rows which is a reassuring setup for a family vehicle.

The list of safety features is extensive with blind-spot monitoring, forward and rear collision warning, rear cross-traffic alert, tyre pressure monitoring, and hill descent control all included.

However, some systems can feel overly intrusive. The biggest culprits are traffic sign recognition, lane keeping aid, and the driver monitoring system, which deliver physical alerts via a shuddering steering wheel and audible warnings. While you can customise a driving profile to mute or disable some of these features, it must be activated every time you start the car, which can be a little annoying in daily use.

The adaptive cruise control is okay to use when there's low traffic but otherwise, it's best to leave it off.

There's autonomous emergency braking with car, cyclist, pedestrian and motorcycle detection and it's operational from 8.0 - 140km/h but it's typical to see that range begin from 5.0 to 180km/h at least.

The Ranger comes with Ford’s five-year/unlimited kilometre warranty and pre-paid servicing is available for the first four years. That’s based on the first four scheduled services which are due every 15,000km or 12 months whichever comes first.

You also need to keep in mind the Everest’s use of AdBlue to reduce emissions as this will increase day-to-day running costs.

Ford also throws in 12 months’ worth of roadside assistance on any new Everest and this is increased by 12 months every time the vehicle is serviced at a participating Ford dealership up to seven years.

All genuine Ford Accessories for the Everest are also covered by a five-year/unlimited kilometre warranty.

Ford Australia also has a huge dealer network, so parts and servicing should not represent a problem anywhere in the country.

The MG U9 comes with a five-year/unlimited kilometre warranty, which can be extended to seven years or up to 200,000km if you service the vehicle through MG directly. There’s also a five-year pre-paid servicing program, with total servicing costs of $2395, which is reasonable for this segment.

Services are conveniently spaced at 12-month intervals or every 15,000km, whichever comes first, making maintenance straightforward and predictable.