RAM 2500 vs MG U9

What's the difference?

If you're a grey nomad with a massive caravan searching for something to do the big lap in, or a big boater seeking an effortless weekend getaway machine, then this sort of ute makes sense. The HD series shows just how much more muscle is available, for those who genuinely need it.

But if towing or hauling to the max isn’t your priority, then the far-more dynamic – and class-leading – Ram 1500 series does everything else with much-greater aplomb.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and 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.

You can spot the HD facelift by the bi-LED headlights and bulgier bonnet, while chrome’s been replaced by black trim inside and out, including in the restyled grille, alloy wheels and side steps, for a more-modern appearance.

Both models are identical bar the badging. However, while they share a tri-link solid front axle system, the 2500 HD features coil-spring rear suspension, while the super heavy-duty 3500 HD relies on leaf springs. That’s for it to achieve maximum pulling and hauling capability.

Inside, the already-contemporary dashboard, with its 12-inch Tesla-esque portrait touchscreen, remains much the same as before, except for a few detail updates to accommodate the big new centre console, twin wireless charger housings, extra USB ports and restyled electronic instrument cluster.

Otherwise, it’s as vast as ever.

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.

As with all Walkinshaw Automotive Group utes (that includes the Silverado), the Ram HD’s fit and finish seem exemplary, with an insider suggesting the quality may exceed the North American factory original.

This is no small feat. Ateco Automotive, the instigator and original importer of over 35,000 (and counting) remanufactured left-hand to right-hand-drive DS, DT and DJ full-sized utes in Australia since the first 2500 HD rolled off the Melbourne production line in 2015, says “between 400 and 500” unique engineering pieces are necessary.

Compared to the pre-facelift versions, the DJ Series II sees a switching out of the old front bench seat, which meant the earlier versions were six seaters, to shapelier individual items. Apparently, comfort and convenience are what buyers prefer, since a large centre console with armrest is now included. It’s certainly seems plush and luxurious inside.

Along with greater storage, the Ram’s electronic instrumentation is new and the multimedia system has been updated, with extra USB ports as well as twin phone chargers.

The driving position might be compromised for some by a lack of reach adjustability for the steering column (unlike in the DT 1500), and the foot-operated park brake seems like an anachronistic nowadays, but otherwise everything is easy to reach and operate – despite being scattered all about – after you’ve learned what all the buttons and switches do.

Meanwhile, the now-fixed seats can accommodate a trio of burly occupants no problems due to the sheer width of the cabin.

Included are air vents, extra USB ports, a sliding back window and storage underneath the seat cushions and within a special floor compartment.

Owners can also create a raised floor section, by tilting both cushions up and folding down two corresponding bases for a flat and even load area, with additional hidden storage within the now-covered footwells.

Overall, the Ram’s cabin balances convenience and utility quite well.

Further back, the tub length is 1938mm, width is 1687mm and 1295mm between the wheel arches and height is 511mm. This compares to the Silverado 2500’s superior corresponding figures of 2089mm/1814mm/1317mm/533mm, respectively.

A swing-away step is provided to help tub access, as well as a spray-in bedliner, strut-assisted tailgate-close and 12-pin towbar fitted as standard.

Maximum towing capacities vary from 3.5 tonnes to an unmatched eight tonnes with the correct accessories. The 2500’s payload is 785kg while the 3500 more than doubles that. And standard exhaust brakes help with braking on long descents when fully laden.

Which brings us to the heart of the matter. Muscle.

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.

Under the now-bulgier bonnet may be the torquiest engine money can buy, at least in something that does not require a special driving license. Or pilot's licence.

Completely overhauled with a redesigned engine head, larger intake and exhaust valves, a new turbo, heavier-duty pistons, a higher-pressure fuel system and upgraded intake manifold amongst other changes, the Cummins-sourced 6.7-litre in-line six-cylinder turbo-diesel unit now delivers 313kW of power at 2800rpm and 1458Nm at 1800rpm.

Formerly making 276kW and 1152Nm, the new figures are 13 per cent and 26 per cent better than before (respectively), reducing the power gap with the Silverado’s 350kW/1322Nm 6.6L V8 turbo-diesel, while easily leap-frogging it for torque.

At 3710kg (kerb), the HD’s power-to-weight ratio improves significantly despite putting on about 100kg, from 76.5 kW/tonne to 84.4kW/tonne.

Meanwhile, a ZF-supplied eight-speed auto replaces the old six-speed unit. It’s now a second faster to 100 at under 7.3 seconds and the spread of extra gears should improve highway fuel consumption, albeit slightly.

Drive is sent to the rear wheels in two-wheel drive (2WD) mode in most cases. However, 4WD High (4H) is also available via a part-time dual-range transfer case and is selectable on-the-fly, though it is not recommended for operation above 80km/h, while 4WD Low (4L) is for rougher terrain at very low speeds.

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.

Ram says the Australian Government doesn't mandate an official combined fuel consumption figure for full-sized utes like these, so there is no average economy number for us to share.

But the trip meter in two of our test vehicles said it consumed between 15 litres per 100km and 15.6L/100km of diesel fuel, and both had not been towing a trailer or load since being reset.

Despite the new ZF eight-speed auto’s revised final drive ratio (now 3.42:1 instead of 3.73:1) to help improve efficiency, clearly this is no Toyota Prius.

Based on those trip computer numbers, expect the 117-litre fuel tank to provide about 760km between refills. Handily, the 28.4L AdBlue reservoir comes with its own tank display on the dash.

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.

The Ram HD’s column shifter and foot-operated park brake say it all. This is a big, floaty and, at times, old-fashioned American truck, and that is certainly how it feels from behind the wheel.

2500 HD first.

From the initial burble of the forced-induction in-line six diesel, you can feel the torque simmering restlessly within. Slot the awkward selector into Drive, and – depending on how much heft you’re hauling – the Ram will lurch off the line like a startled bull, and before you know it, you’re bounding along.

If lightly laden, you’ll even momentarily spin the rear wheels in the lower ratios – second (the start-off gear; first’s for lugging only), third and maybe even fourth if the surface is slippery enough, though the traction controls will quell anything more than a bit of a bum wiggle.

From there on in, on a straight piece of highway anyway, the 3.7-tonne ute just strides along effortlessly, picking up the pace with ridiculous ease as required. You’re soon aware that the cruise control is vital if you’re going to keep your licence.

If you’re wondering how different the HD feels compared to the related regular Ram 1500, the first corner will serve up some answers soon enough.

The steering is light and reassuringly measured in response, but also numb and less precise than expected, if not quite vague, meaning you need to feed in inputs carefully. Especially at speed. Rushing it in, or blundering through a tighter turn carelessly, will have the laws of physics reminding you of this truck’s length and girth, and not to mention maybe the long arm of the law on your tail as well before long. Anyway, other road users will soon let you know as well. Take it easy.

Over the varied and at-times tight rural roads of Victoria’s Gippsland region, the endless pitter-patter of the unladen suspension, combined with the constant pitching from the body and trigger-happy brakes, resulted in motion queasiness, if not sickness. We’ve been assured that with a load as intended, everything including our internal sense of balance should settle down. Which makes sense. A boat or caravan out back should provide the anchoring effect required.

Back on straighter and smoother ground, where the 2500 smothers and smooshes most things before it, you’ll be glad for the commanding vision aided by the massive mirrors and surround-view cameras, helping to boost driver confidence, particularly when weaving through traffic or in parking scenarios.

But the compromises demanded for the ability to haul up to eight tonnes means this is a very niche proposition.

Which is why Ram insisted on us testing the sole 3500 HD with a 3.5-tonne caravan hitched out back, on the ex-Holden speed loop at Lang Lang.

This was a test of acceleration and control, and – again – we managed to spin the rear wheels in the lower gears.

Likewise, all that torque was delivered without struggle or strain, and almost immediately the 3500 was sitting steadily at 110km/h. The planted chassis and various electronics seamlessly kept everything in line.

But the track surface was too calm to assess the ride comfort from the leaf-sprung suspension, and we weren’t allowed to venture on to public roads.

Returning back to base, we even forgot all about the caravan quietly shadowing our every move out back, which is a sign of the 3500’s towering towing confidence.

Which is exactly what it says on the tin.

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.

So, here's where the news may not be so good for potential HD buyers, because the Ram’s warranty is well below its main competitor.

Now it is the sole US full-sized ute with a three-year, 100,000km warranty, instead of the five-year/unlimited-kilometre coverage offered by the others.

And don’t forget, this is the era where (albeit smaller) utes from Kia have seven years while Mitsubishi, Nissan and MG are up to 10 years (conditionally).

Service intervals are at just six months or 12,000km and there are no capped-price servicing options either.

As a result of trailing the competition so badly in these key areas, the Ram HD’s overall rating has been dragged down significantly.

Along with the 75 Ram dealers throughout every state and territory in Australia, there are an additional three garages that will service the vehicles.

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.