Ford Puma vs MG U9

What's the difference?

If a minimum price and maximum interior space are your priorities, then the Puma is not for you. Especially so in the flagship ST-Line V, which may seem too small and a tad cramped compared to, say, a Seltos, C-HR or ASX.

Where the Ford excels, typically, is in the way it encourages the keen driver while cosseting four occupants (and a surprising amount of their cargo). There's a poise and maturity to the way the Puma moves that puts it on a par with or even beyond some premium compact SUVs. Even the styling is a statement. If the badges (and dashboard) were covered, you might be convinced this cat is actually a Jag.

If all that is more important, then the ST-Line V is for you. The very antithesis, then, of the unassuming and unloved EcoSport the Puma usurps.

I can’t give you a definitive verdict on the U9 based on our limited time behind the wheel. However, what I can say with certainty is MG is serious about making its first ute a success. The price alone demonstrates how motivated the brand is to win buyers over. Undercutting the likes of the Ranger and HiLux with a physically larger ute is a strong opening move from MG.

The clever features, spacious cabin and smart technology will also help to win over buyers, as will the choice of a conventional diesel engine. But none of that guarantees success. As the dominance of the Ford and Toyota demonstrates, ute buyers are loyal and drawn to the most popular options, so MG will need to fight hard for every sale to ensure the U9 isn't lost in the increasingly crowded ute market.

If you search for the 1998 Puma coupe, you'll see some vague similarities with its modern SUV namesake, especially in their anthropomorphic face. It's in the eyes. There are also hints of Aston Martin (DBX), Porsche (Macan) and – let's face it – Mazda (CX-3).

Yet the real achievement lies in the way Ford has managed to make a 4.2-metre-long by 1.8m wide by 1.6m high crossover look so svelte, with the resulting balanced proportions, flowing lines and taut surfacing giving the Puma quite an athletic visual presence. After the EcoSport failure, head-turning looks were deemed paramount.

The extra girth gained by widening the Fiesta's platform allowed Ford's designers to create a muscular body that could also accommodate a metre-wide tailgate opening, while beneath the cargo floor is an exceptionally deep storage box, bringing better-than-expected practicality to boot.

While the fancy tailgate step and the Smart Hatch are the most obvious changes between the LDV and MG utes on the surface, arguably the biggest change is what’s underneath. MG has opted to buck the conventional leaf spring, live rear axle set-up and has instead opted for a more SUV-like independent, multi-link rear suspension.

This explains why such a big ute has a sub-one-tonne payload, but it speaks to MG’s aspirations to try and lure ‘urban’ ute buyers. There is no doubt a large group of ute owners who don’t go off-road regularly and instead use their vehicle as a family transporter.

To that end, opting for a more SUV-like suspension set-up should be beneficial to its on-road manners and unladen ride. Unfortunately, as mentioned earlier, we couldn’t test that because our drive was limited to unsealed roads. But it was enough for us to get an initial impression of how the U9 drives and the early signs are positive.

The engine sounds like a traditional ute, with the gruff diesel ‘chug’ and smooth pulling power. The towing test provided was well below the 3500kg maximum rating, only 1500kg, so naturally the U9 has little trouble pulling the horse float along.

As for the ride on the suspension, it's fairly well composed on a gravel road and offers no obvious signs of struggle on more challenging muddy trails and creek crossings. So there are promising signs that the U9 should be able to hold its own against the more established ute contenders.

Compact yet spacious, the ST-Line V's interior has strong as well as weak points.

Let's start with the latter. The most obvious connection with the Fiesta is in the Puma's dashboard, which is largely shared between the two. After all the effort expended on the design and chassis, this is somewhat disappointing. There's nothing wrong essentially with the fascia's aesthetics or functionality – it's just that the look is humdrum and dated. What's needed is something with the visual wow factor as found in the latest Peugeot 2008, especially at this price point.

Yet Ford has at least tried to put some tinsel inside this most expensive version of its smallest SUV.

Stitched perforated leather seat facings, carbon-fibre-look trim and soft vinyl coverings in key touchpoint areas bring an upmarket look and feel, backed up by a now-familiar digital instrumentation layout, a lovely flat-bottomed three-spoke steering wheel, easy and intuitive multimedia interface and a wireless phone charger. That electronic cluster, by the way, changes colour and markings but doesn't have the scope of multimedia displays of, say, Audi's Virtual Cockpit. It's comparatively rudimentary.

Conversely, there's a solidity and quietness as well, offering a level of refinement that's usually found in more-premium Euro alternatives. We weren't expecting that, though of course this is a German Ford product.

Our test car also boasted a vast glass opening sunroof, adding to the opulence. With all this gear, the ST-Line V's cabin is properly appealing.

On the practicality front, entry and egress is pretty good, the driving position is excellent (thanks in no small part to a big amount of adjustability for both the steering column and seats), the front cushions themselves are sumptuously enveloping, while wide door pockets and a big glovebox obviously come in useful. And there's a USB-C outlet in the centre cubby between the seats. How modern.

However, rear vision out is poor, there are no seat warmers and some of the lower-lying plastics are a bit drab.

The back seat isn't really suitable for people over 175cm, as kneeroom is limited and taller scalps may scrape the ceiling with the twin-pane sunroof in situ. The latter also means no overhead grab handles.

But the backrest angle and cushions themselves are fine, even for longer journeys. Just don't expect to squeeze a third adult in the back unless rubbing shoulders won't bug you. Note, too, that the rear cushion does not slide or tilt forward to allow for a lower load area when the backrest is folded down. Pity.

There is a receptacle in both doors for small bottles but no cupholders whatsoever (how can Ford call itself an American company?), or face-level air vents – though the large dash vent outputs do reach the rear. Amenities such as USBs and cupholders are AWOL; and vision out from back there is limited by the high shoulder line. Tough if you're trying to peer out. Sorry, Fido.

The Puma's overall compact footprint and rear packaging clearly suggest that this is aimed at singles, couples, or couples with smaller kids/pets to transport around.

Still, for a small SUV, the cargo area isn't bad at all. The standard floor depth is fairly generous, with a long and flat loading area, but below that is a narrower yet deeper waterproof area, while under that again is a space-saver spare wheel. Clever. Also intelligent is the luggage cover that lifts automatically with the tailgate, as per Mazda's CX-5.

For the record, cargo capacity is rated at 410 litres with the 60/40 split-fold rear seats erect – or 1170L with them folded down flat. These figures far outstrip the CX-3.

To sum the cabin experience… it's far-better than its Fiesta-sourced dashboard may suggest, while the ST-Line V treatment goes a long way in helping justify the premium. That's a win.

That SUV-like interior and the larger dimensions make for a very pleasant cabin with loads of space. We didn’t get too much time to experience the multimedia system, but the 12.3-inch touchscreen looks good and operates smoothly, while the inclusion of large physical buttons for the air-conditioning and audio system is a positive for those who value ease-of-use.

There’s a generous amount of room up front, but it’s the back that really impresses. Unlike the sometimes cramped back seats in a conventionally-sized dual-cab ute, the U9 has plenty of legroom and headroom for four or even five adults to fit in comfort.

There’s also plenty of small item storage, including a wireless charging pad (but only on the high-grades) and USB outlets just ahead of the gear selector.

As for the tray out the back, that is so important to ute buyers, it measures 1600mm by 1600mm at the top, but narrows to 1230mm between the wheel arches. Despite its big size, the payload is only rated at 870kg for the Explore, 835kg for the Explore X and just 770kg for the Explore Pro.

However, MG has introduced a party trick no-one else, not even LDV offers, in the tray. At the press of a button, the rear tailgate opens and then with another press a section of the tailgate drops down, revealing a step. While not the quickest way to climb into a tray, it might be the nicest and is definitely the easiest this reviewer has experienced locally.

The even more elaborate party trick the U9 offers is what MG calls a ‘Smart Hatch’. This allows for the rear glass to retract and the bottom of the cabin to recline into the interior, creating a direct connection between the tray and the cabin for especially long items. While MG is, rightfully, very proud and keen to promote the Smart Hatch, it must be noted it is only available as an option on the Explore Pro and costs $5500 (which is nearly 10 per cent of the total cost of the car) so you’ll want to really need the extra space.

By not having to worry about developing its own ute from scratch, MG was able to focus on its key selling strength - price. MG has a reputation for its aggressive pricing strategy in Australia, trying to win over buyers with the most affordable or best value products in any given market sector.

To that end, the MG U9 range begins at just $52,990, drive-away, for the U9 Explore, undercutting not only the Terron 9 Origin (from $53,674, drive-away), the Ford Ranger and Toyota HiLux dual-cab pick-up ranges. It's inline with the similarly-sized GWM Cannon Alpha (from $51,990 drive-away). 

For $52,990 the U9 Explore comes with 18-inch alloy wheels, side steps, painted tub liner, synthetic leather seats, keyless entry and ignition and a six-speaker stereo with digital radio and wireless Apple CarPlay/Android Auto.

Next up in the range is the U9 Explore X, which starts at $55,990, drive-away. For the extra money you get 19-inch alloys, a cargo slide rail with a hook in the tray, heated front seats, acoustic glass, vehicle app connectivity, voice command, a wireless smartphone charging pad, satellite navigation, Amazon music and the ability to receive over-the-air updates.

The flagship Explore Pro is priced from $60,990, drive-away, and has 20-inch alloy wheels, an eight-speaker JBL sound system, a panoramic sunroof, suede headlining, heated outboard rear seats and the clever tailgate step we’ll detail later.

A multiple international engine-of-the-year winner, the compact and lightweight, 999cc 1.0-litre twin-cam three-cylinder turbo petrol unit is the sole choice for now. Driving the front wheels via a seven-speed dual-clutch transmission (DCT), it delivers 92kW of power and 170Nm of torque.

With no all-wheel drive option, there are instead five driving modes – Normal, Sport, Slippery (for snow) and Trail (gravel) applications, working on the traction, stability and transmission algorithms to mimic some of the benefits of AWD. In the ST-Line V, a set of paddle shifters are fitted in lieu of the sadly-absent manual gearbox.

Owners of the previous-shape Fiesta S and EcoSport would be familiar with the 1.0T's smooth and strident performance, though these 2010s models used a completely different type of DCT. This was the highly-publicised Powershift, which consisted of a dry-clutch system, and was prone to a multitude of problems and failures in the petrol-powered auto versions.

In contrast, the Puma adopts a next-generation transmission dubbed 7DCT300; related to the item found in some smaller Mercedes-Benz, Renault and Nissan models, it instead employs a more-robust wet-clutch system with a higher torque threshold, so promises to be far more durable and reliable than the problematic old dry-clutch unit.

MG has plenty of hybrid knowledge, but has opted to keep it simple for the U9. It’s powered by a 2.5-litre, four-cylinder, turbo-diesel engine, which should be popular with the ute crowd.

It produces a solid, if unspectacular, 160kW and 520Nm, enough for it to offer a 3500kg maximum braked towing capacity, which is also something that should be popular with potential buyers.

The engine is paired with an eight-speed (torque-converter) automatic transmission and 'Super Select' 4WD system capable of sending drive to all four wheels.

Like so many new brands in the ute market, MG was keen to highlight that the transmission is built by ZF and the 4WD system is from BorgWarner, both brands with a long history in their respective areas.

The Puma's official combined average fuel consumption figure is just 5.3 litres per 100km, which works out to 121 grams per kilometre. Fitted with a 42-litre fuel tank, the potential range averages out to almost 800km between refills.

Out in the real world, we managed an exceptional 6.2L/100km, no doubt helped by an ever-eager stop/start system (which, annoyingly, kills the air-con when it extinguishes the engine; we found ourselves constantly pressing that 'off' button as the days wore on). This figure was achieved in motorway-heavy driving scenarios, albeit loaded with holiday gear and with the air-con blaring.

So, we took another, urban-focused test, in lots of slow-moving traffic situations, and averaged a still-solid 8.0L/100km.

Note, that while the Puma requires 95 RON premium unleaded, it's also perfectly happy on – and is even recommended by Ford for – the cheapest petrol currently offered in Australia, 94 RON E10 unleaded. Either way, the ST-Line V is a frugal small SUV.

As all three variants are powered by the same engine and all return the same fuel economy. Rated at 7.9L/100km on the combined (urban/extra-urban) cycle.

As our test drive was limited to off-road only we can’t assess its real-world usage, so that will need to wait until we can spend extended time behind the wheel.

Notably, with an 80-litre fuel tank the U9 has a theoretical driving range of more than 1000km, which is great for anyone looking to take their ute on a long road trip.

In terms of safety, the U9 has all the usual features you should expect of any new car in 2025. This includes airbag protection for all occupants, plus active safety features including autonomous emergency braking, adaptive cruise control, lane keeping assist and a host of others.

That’s enough for it to achieve a maximum five-star Euro NCAP score and MG expects the same from ANCAP. However, it must be noted Euro NCAP crash tested the LDV e-Terron 9, the electric version of the ute, which obviously has no diesel engine in the front of the vehicle and instead a smaller electric motor and a storage space.

It also worth noting even on our limited, off-road only drive, the driver attention system seemed very sensitive, which suggests better calibration is needed. So we’ll reserve final judgement on the other systems until we can fully experience them, too.

Ford offers the industry-average warranty of five-years/unlimited kilometres. Services intervals are every 12 months or 15,000km.

There is also a capped-price servicing scheme under the 'Ford Service Benefits' banner, with the first four years/60,000km of 'A and B' logbook services pegged at $299 per visit, and then between $320 and $560, for up to 12 years.

There is also a Ford loan car program, SYNC 3 map updates and Motoring Club Membership included during that time frame.

This is a crucial area for many ute buyers, so MG has tried to make itself as appealing as possible to discerning pick-up prospects.

However, the U9 is covered by MG’s seven year warranty, not the newer 10 year coverage from its passenger vehicles. And even then, that requires you to service the vehicle via an authorised MG dealer for the full seven years to apply.

However, this only applies to non-commercial use vehicles, so while tradies will be covered, fleet buyers are stuck with a five-year warranty.

Over the first five years, if you spend the $2395 capped price costs, you’ll get the extra two years of coverage. The first service is due after 10,000km, but the rest are at 12-months/15,000km.

MG has also worked on expanding its dealer and servicing network to respond to some growing pains and ensure owners aren’t burnt and are more likely to return for their next MG. There are currently 120 MG dealers across Australia with plans to gradually expand that footprint into regional areas following the launch of the U9.