MG U9 vs Renault Arkana

What's the difference?

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.

The Arkana is a stylish alternative in a sea of same-same compact SUVs. It's relatively well equipped and has some hidden gems in its ownership and running costs that elevate it above some of the competition.

It’s not a bad thing to steer, either, but the lurchy dual-clutch could be a deal breaker for some.

The sweet spot is the Techno, which misses out on the Esprit Alpine’s special touches but represents the most bang for your buck.

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

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.

This update isn’t a massive overhaul of the Arkana, rather its “refreshing and enhancing” what was already there according to Renault Australia.

And this remains true with the car’s styling. Not much has changed on the outside except for a few minor garnishes and flourishes, especially on the Esprit Alpine variant.

The coupe styling isn’t for everyone. It’s more popular in Europe than Australia but if you want to stand out from the crowd it’s a good place to start.

The Arkana has curves in all the right places and its little grille made up of little Renault badge diamonds is a welcome addition in a world of wide mouth front ends. The C-shaped LED headlights and a large Renault badge add a bit of pop to its look.

The pinched rear end has LED lighting that runs from the tail-lights to the centre badge and Arkana is spelled out in big, bold letters.

The Esprit Alpine stands out with gunmetal highlights on the front bumper and the front and rear skid plates in the same colour. It also adds a Esprit Alpine badge below the side mirror and front door sill plates.

The Esprit Alpine has 'Tricolour' stitching in red, white and blue on the door trim and steering wheel, which is complemented by blue contrast stitching on the gear shifter, seats and centre console.

Cabin quality is variable. There are some nice feeling materials used on the dash and on the door trims but below eye level there are lots of hard wearing plastics. A big slab of faux wood running along the dashboard doesn’t feel as high-quality as you would like. The quality drops a bit in the back row, which is where carmakers often try to cut costs.

Solid white is the only no cost paint colour, but it is not available on the Esprit Alpine. Metallic white, blue, black, grey and red cost $750.

Buyers can also option a black roof for a two-tone look for $600.

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.

The Arkana isn’t a family SUV, but rather is pitched at younger couples and empty nesters. 

Up front there is great forward vision with a higher seating position than hatchbacks and sedans. Electronically adjustable seats and a manually moveable steering wheel means there’s a good seating position for pretty much everyone.

The seats are comfy and the multimedia screen and climate controls are easy to reach. The centre console has a wireless device charger, two USB-A charging ports and a 12-volt socket to keep various devices juiced up. 

Two cupholders take up most of the space with minimal storage space leftover. There are decent sized storage bins in the doors and a little net in the passenger seats footwell to stop small items rolling around. 

Back seat passengers have their own air con vents and USB charging ports, which is a welcome addition.

In the rear pew is where the Arkana’s stylish coupe-like design dents its practicality. The sloping roof shrinks the windows and reduces headroom, which makes it feel a bit gloomy compared to more boxy-shaped SUVs that makes it no-no for smaller kids.

The boot is a decent size, but it’s longer and lower than other SUVs, which is the price you pay for looking good. 

Initially Renault is launching with just two variants, the mid-tier Techno and top-spec Esprit Alpine, which replace the formerly named Intens and R.S. Line variants. 

Despite the update, prices remain the same with the Techno starting at $41,000, before on-road costs, and the Esprit Alpine from $45,000.

An entry-level Evolution grade will arrive later to take the place of the old Zen variant. Expect it to be priced from $37,500.

The Arkana isn’t the cheapest compact SUV on sale with lower starting points for the Hyundai Kona, Kia Seltos and Mazda CX-30 ranges. It is cheaper than the hybrid-only Toyota C-HR and its French rival, the Peugeot 2008.

The two model grades are fairly well stacked with gear to justify the price, though.

Techno shoppers can expect 18-inch alloy wheels, which swell to 19-inche on the Esprit Alpine and all variants have LED head and tail-lights.

Step inside and the Techno grade has black leather and synthetic suede accented seats, which upgrade to more premium synthetic leather and suede upholstery with contrast blue stitching and Alpine badging in the top-spec grade.

The front seats are heated in both grades and the Esprit Alpine has a heated steering wheel, too.

On the tech front both variants have a 9.3-inch portrait-shaped multimedia display paired with a 10.25-inch digital driver display.

Apple CarPlay and Android Auto wireless smartphone mirroring is standard.

The Esprit Alpine version ditches the six-speaker stereo in the Techno for a booming eight-speaker Bose system and it adds a sunroof.

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 Arkana keeps the 1.3-litre four-cylinder turbocharged petrol engine from before. It makes 115kW and 262Nm and is paired with a seven-speed dual-clutch auto that drives the front wheels. 

That’s plenty of grunt for a car this size, but it’s let down by a glitchy transmission that hesitates a lot at lower speeds and doesn’t do its best work when asked to hustle, either.

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.

Efficiency is the name of the game with the Arkana’s little turbo engine. The French brand claims it drinks 5.9L/100km on the combined (urban/extra-urban) cycle but we averaged 7.5L/100km on our circa two-hour country road drive according to the trip computer.

The higher speed twisting and turning country roads we drove on aren’t conducive to low fuel use, though.

It has a 50-litre fuel tank and only requires cheaper 91 RON petrol, which is rare for little turbo engines that usually have premium tastes.

The Arkana holds a maximum five-star ANCAP rating, but it is based on the 2019 crash test of the Renault Captur, with which it shares much of its underpinnings. This rating is due to expire in late 2025.

There are six airbags and a range of active driver aids included as standard and the update adds a 360-degree camera view to all grades.

This joins auto emergency braking with pedestrian and cyclist detection, lane keep assist, blind-spot monitoring, rear cross-traffic alert, radar cruise control and speed sign recognition.

A lot of carmakers just tick the box for active driver aids but don’t think of the calibration. Not Renault. The driver aids barely interjected during the launch drive and only chirped up when needed, which is a welcome reprieve from the overly touchy and nannying sensors found in other cars.

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.

There is one part of Renault’s ownership credentials that others can’t match.

Its service intervals are every 12 months and a whopping 30,000km, which is double the industry norm of 15,000km. 

If you need to do big kays such as a sales rep or rideshare driver might this will be extremely important.

Five years or 150,000km of capped price servicing visits costs $2385, which is one the expensive side compared to Honda, Hyundai and Toyota but is in the ballpark of similar-sized Kias and Volkswagens.

Renault covers the Arkana with a five year/unlimited km warranty - par for the course in the mainstream market - and five years of roadside assistance.