Holden Astra vs MG U9

What's the difference?

The Astra's biggest problem is probably the Holden badge. Despite the company's best efforts, some buyers are wary of the company's longevity and some of the other cars in the range do the Astra no favours - Trax, Colorado and Barina feel cheap, because they are. The Astra isn't cheaply made and holds up very well in excellent company.

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.

The Astra is a sleek if slightly anonymous-looking thing. Having said that, it's a really nice design that looks more expensive than it is. That's important in this segment. Holden is at pains to tell us it's from Germany (the Astra is manufactured in Poland) and it does look Euro-influenced. Despite its coupe roofline, it's an easy in-and-out proposition but does sit a little lower than, say, an i30.

The odd blacked-out section of the C-pillar takes a bit of getting used to but the sheetmetal is otherwise faultless and well put together.

Inside it's a sea of grey plastic and various shades thereof, but again, it hangs together really well and is a welcome change from the Teutonically angular Golf. The materials are largely reasonable, but for some reason the stalks feel flimsy to touch and use.

The cloth trim is hardy but comfortable and I was grateful for its relative coolness versus what you might expect from the textile leather you're more likely to get at this level.

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.

Riding in the front, there's room aplenty for passengers, with good headroom and a well-designed space to maximise what's available. Rear seat passengers do okay as long as the front occupants are being generous, but the seat itself is comfortable and there's even good headroom, despite the falling roofline.

Only the front scores cupholders, with the rear passengers making do with door pockets that might swallow a small bottle. There isn't an armrest or air vents back there either.

There's somewhere for one front occupant to put their phone, a horizontal slot that doesn't like phones with covers or the larger format iPhones or Androids. If your phone does fit (iPhone Xs do, as it happens), it's useful because it's in your eyeline, although a bit untidy if you're plugged into the USB.

The boot starts at a class-compeititve 360 litres, rising to 1210 when you fold the seats down.

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.

The whole Astra range is turbo, but here in the cheaper seats it's a surprisingly capable 1.4-litre unit with 110kW and a healthy 240Nm. Power finds the road via the front wheels and a six-speed automatic. It's an otherwise unremarkable technical story, with start-stop to help cut fuel use.

The Astra is rated to tow 750kg unbraked and 1200kg braked.

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.

Holden claims the Astra will drink standard unleaded at the rate of 5.8L/100km on the combined cycle.

Our time with the car, which was a 70/30 mix of suburban and highway, yielded 8.3L/100km, and it's worth noting it was stinking hot for most of the time, so the air-con had to work hard.

The fuel tank is a little on the small side at 48 litres, between five and 10 litres smaller than some of its competitors, like i30 and Golf.

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'm going to get my biggest gripe with the Astra out of the way first - the driving position is rendered awkward by the pedal placement. Every other part of the driving experience is perfectly fine, with good adjustment in the seat and steering wheel but the pedals are Not Right. The transition from accelerator to brake means a big lift of the right foot rather than a sideways shuffle and that gets boring. Perhaps I'm getting old and my knees are weak, but I ended up left-foot braking for a lot of the time.

On with the show. The Astra's 1.4 litre turbo is a punchy thing, more than vaguely reminiscent of Peugeot's excellent 1.2 in the 308. The six-speed auto isn't quite as well sorted, occasionally lurching a bit on light throttle like a dual-clutch. The pay-off for that is crisp shifts and a positive feel for most of the time.

The thing about the Astra is that it really takes it to its competition from behind the wheel. It feels almost as good as a Golf, i30 and arguably is as good as a Mazda3 thanks to its extra torque and better refinement.

It's very quiet, composed and is good fun if you like that sort of thing. Otherwise, it's streets ahead of the Corolla which continues to sell like it's going out of fashion.

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.

Holden's three year/100,000km warranty includes roadside assist for the duration. You can also extend the warranty by up to three years or to 175,000km, for an extra cost.

Servicing is scheduled every nine months or 15,000km. Holden calls its fixed-price servicing 'Know Your Price' and it applies for the first six services (63 months or 105,000km). The first four services are set at $249 each, and the final three $309.

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.