MG U9 vs Holden Barina

What's the difference?

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.

Would I recommend you buy a 2018 Holden Barina? In a word, no. There are better light cars out there for close to the money - cars that are more modern, more sophisticated, more refined, more efficient and better equipped.

At this point in time the Barina still has its place - if you just need a cheap set of wheels, I guarantee you will be able to score a good deal. But if it were me, and it was my money - but I had to buy a Holden - I’d be checking out the slightly smaller Spark (and saving a few bucks in the meantime) or trying to stretch the budget to the larger Astra.

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.

The Barina isn’t the most intriguing or attractive offering in the segment - that mostly has to do with the fact cars it competes against have changed quite a bit in the six years since the current-gen Holden launched.

There are more attractive rivals, but I think the update in late 2016 was definitely worthwhile. And in high-spec LT guise as you see here - with those stylish 17-inch alloy wheels standing out against the boxy silhouette of the Barina - it’s quite handsome. In fact, the LT for me is an 8/10, and the LS is a 6/10, so I’ve taken the average here.

The changes included new enclosed headlights with LED daytime running lights (DRLs) rather than the old ring-type headlights, a new grille, new front and rear bumpers, and revised tail-lights.

The interior isn’t quite as nice too look at, with loads of hard plastics of varying textures and qualities, while the ‘leather’ on the seats is unconvincing. It is pretty spacious, though..

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 Barina has one of the larger interiors of the segment, thanks in large part to its high roofline. It measures a close-to-its-peers 4039mm long and 1735mm wide, but at 1517mm tall, it isn’t far off compact SUVs.

There is really good headroom front and rear, and the driver’s seat has height adjustment - meaning taller drivers can lower themselves in pretty nicely, but the passenger front seat doesn’t have height adjust, and it sits quite high.

The media system is a 7.0-inch touchscreen with two USB ports (one to connect, one to charge - both located in the top glovebox) and Bluetooth phone and audio streaming - and you get that system in both variants. The screen is supposed to have Apple CarPlay and Android Auto, but when I connected my iPhone it wouldn’t show up the mirroring screen… which was annoying, because there’s no sat nav.

The driver-info display may be a monochrome thing, but it is super handy to have a digital speed readout, and you can keep an eye on other key bits of info, like fuel use.

Back-seat legroom is adequate, but not exceptional - behind my own driving position (I’m 183cm tall) my knees were hard-up against the seat. You could fit two adults in the back pretty comfortably, but three would be hard work. If you tend to transport younger passengers, the dual ISOFIX and three top-tether child-seat anchors will come in handy.

Storage in the back is poor - there is no rear door storage at all, only one map pocket and no fold-down armrest. There’s just a single cup holder in front of the middle seat.

Up front there are two cupholders between the seats, and there are large pockets in the doors but they aren’t formed to hold bottles, so your fizzy might go flat from shifting around. The dashboard console is quite small, and there’s no covered armrest between the seats - but the driver gets a van-style armrest.

The biggest issue I have with the cabin is that the steering wheel is huge - like, it’s the same one used in the old Commodore, and it’s way too large for the Barina’s cabin - and the gear-shifter is oversized, too. Smaller features would make for a more spacious cockpit, and it’s a bit too easy to accidentally put it all the way down into M for manual mode, rather than D.

The boot of the Barina is fairly good for its size at 290 litres (VDA), and that expands to 653L with the back seats folded down in 60/40 formation - it’s a good cargo hold, albeit with a large, deep load lip, and there’s a space-saver spare under the floor.

There are some other little things that are good: the fact the electric windows have auto-down (and auto-up on the fronts). And some things that aren’t: the masses of hard, cheap-feeling plastics; the knobs and dials that don’t feel great to turn; and the seats are pretty uncomfortable.

Holden will push to get a deal done when you’re in the showroom and ready to spend - so make sure you keep that in mind if you’re shopping for a Barina.

The entry-level LS Barina has a list price of $14,990 plus on-road costs for the manual, or $17,190 plus on-roads for the automatic. But realistically, you should be able to bargain and pay $15k drive-away for the manual and $17k drive-away for the auto - or maybe less: I’ve seen dealers listing LS autos at $15k drive-away. And Holden is also promoting a free servicing plan for three years.

The same can be said of the LT automatic tested here, which has a list price of $20,390 plus on-road costs. I wouldn’t expect to shell out more than $19k on the road for this spec, because sales are hard to come by in this part of the market - especially when you can potentially get a bigger and better Astra for similar cash.

Let’s look at what each version of the Barina has in terms of standard specifications.

The LS has 16-inch alloy wheels, auto halogen headlights with LED daytime running lights, a 7.0-inch colour touchscreen with Apple CarPlay and Android Auto (supposedly!), plus a reversing camera and rear parking sensors.

The LT model trades up to 17-inch alloy wheels, plus it adds keyless entry and push-button start, a leather-lined steering wheel, 'Sportec' fake leather trim and heated front seats.

Things you can’t get in the Barina? Sat nav, climate control, actual leather trim, rear-seat air-vents, LED headlights, auto wipers, digital radio, head-up display...

There are six different hues to choose from, and only 'Summit White' is included at no cost. The other options - 'Nitrate Silver', 'Boracay Blue', 'Absolute Red', 'Son of a Gun Grey' and 'Mineral Black' - will cost you an additional $550.

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.

Powering the Barina is a 1.6-litre four-cylinder petrol engine, which produces 85kW of power and 155Nm of torque. There’s the choice of a five-speed manual or six-speed automatic, and the Barina is front-wheel drive.

The outputs of the engine are decent for the class, but the weight of the Barina - a porky 1248kg - means it doesn’t feel as sprightly as some competitors, many of which are below 1100kg.

There is no high-performance model - the Barina RS that came out in 2013 lasted a few years, but was axed in 2016.

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.

Because the Barina doesn’t have a downsized turbo engine like some rivals, it is claimed to use a relatively high 7.2 litres per 100 kilometres for the manual model (LS only), while the auto version (in LS and LT guise) is said use even more, at 7.5L/100km.

Over our time with the car, we saw 8.8L/100km, which isn’t terrific for such a small car. A Mazda 2 has claimed fuel use as low as 4.9L/100km, and it doesn’t use a downsized turbo engine, either.

At the very least the fact the Barina can run on regular unleaded (91RON) means filling up will be a little cheaper.

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.

There are elements of the drive experience in the Barina that are fine, but not one part of it sets a benchmark for the segment. And in a class where almost every car is at least a little bit fun to drive - think the Mazda 2, Skoda Fabia, Volkswagen Polo, Ford Fiesta, Kia Rio, Peugeot 208, Suzuki Swift... I could keep going, but I'd prefer to drive any of those every day. Heck, even a Toyota Yaris or Hyundai Accent excites me more than this.

If all you do is potter from home to work, or home to the train station, there’s a good chance this will be fine as your means of conveyance. But if you’re the sort of person who wants a car they can enjoy, the Barina mightn’t be for you.

The LT model with its larger wheels may look pretty good, but the ride is fouled by those rims. And while the grip from the Continental ContiPremiumContact 2 tyres is genuinely good, the steering can be slow and heavy at times, and there’s a lot of road noise on coarse-chip surfaces.

Those wheels are nice and might be acceptable in a sporty hatch, but the performance doesn’t match up - the 1.6-litre engine is a little bit gutless at times, with its lack of torque meaning the six-speed automatic transmission is quite busy shuffling through the gears. That’s not unusual in this class, but the engine isn’t very refined, and can get trashy at high revs.

The transmission is not only busy, but it can be clunky when shifting, too - I noticed a few times when it was going between second and third gears.

The fact the Barina is still marked with a five-star ANCAP stamp is potentially a bit misleading - the car was tested way back in 2011 for 2012 models onwards, and the strictness of testing has changed markedly over that period.

As a result, the Barina range still features the must-have inclusions you would expect - a reversing camera, rear parking sensors, and six airbags.

But in a world where auto emergency braking (AEB) can be had in cars from just $14,190 (the Kia Picanto), the Barina lacks that latest tech. No Barina can be had with AEB, even as an option, and you can forget lane-keeping assist, blind-spot monitoring or any of those other nice technologies that could prove life-saving. It’s a ‘no’ for front sensors as well.

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.

Holden has rolled back that limited-time seven-year warranty, with the standard old three-year/100,000km plan in place once more. There is the option of extended warranty, with up to six years/175,000km available.

Holden requires the Barina to be serviced every nine months or 15,000km, which is reasonably lenient - some competitors require maintenance visits every six months/10,000km.

The costs are covered by Holden’s 'Know Your Cost Servicing' plan, with the first and second services priced at $249, the third and fourth at $349, while the fifth drops back to $249. No matter which way you look at it, it’s more affordable than a lot of competitors.