MG U9 EV Tows 3.5 Tonnes but Carries Just 685 Kilograms

The 2026 MG U9 EV presents an unusual work-vehicle equation: this battery-electric dual-cab pickup is rated to tow a braked trailer weighing 3.5 tonnes, yet its payload is limited to 685 kilograms. At A$78,990 before on-road costs, that combination makes the U9 quick and capable on paper but less convincing as a direct replacement for a conventional diesel work ute.

Australia is the first market to receive the five-seat, four-door U9 EV. It is offered in one specification, combining all-wheel drive with a 102.2-kilowatt-hour lithium-iron-phosphate battery. Its front motor produces 125 kilowatts and 250 newton-metres, while the larger rear motor provides 200 kilowatts and 450 newton-metres. Combined output is 325 kilowatts and 700 newton-metres.

MG claims the U9 can accelerate from zero to 100 kilometres per hour in 5.8 seconds. That is strong performance for a full-size pickup, and the rear-biased motor arrangement gives the powertrain more output at the end of the vehicle that traditionally does much of the load-carrying work.

Air suspension changes the road manners

The chassis is more distinctive than the acceleration figure. Independent suspension at both ends is uncommon in this vehicle class, where work-focused models often use a more traditional rear suspension arrangement. The U9 also has height-adjustable air springs at all four corners, allowing it to rise by as much as 75 millimetres or lower by up to 40 millimetres.

On the road, the U9 was found to be quiet, responsive and more settled than a typical ute, with ride behavior closer to that of an SUV. The steering was less successful: although accurate, it felt unnecessarily heavy, dulled and slightly gluey. These observations came from a limited road assessment rather than a comprehensive towing or durability test.

MG quotes 230 millimetres of unladen ground clearance, a 29-degree approach angle and a 25-degree departure angle. The vehicle does not have low range, and its 275/55 R20 Continental CrossContact tires were assessed as road-biased. Only a short, basic off-road loop was completed, so the available drive does not support a definitive judgment about difficult-terrain performance.

Towing capacity does not resolve the range problem

The U9’s claimed driving range is 430 kilometres under the WLTP test procedure. During a 47-kilometre loop involving steep climbs and descents, mostly in 80-kilometre-per-hour zones, the indicated battery level fell from 71 percent to 59 percent. The assessment estimated that freeway use could reduce practical range to about 340 kilometres, while towing would increase energy consumption further.

MG has not published a towing-range figure. A separate discussion of the U9’s towing credentials estimated that range could theoretically fall to roughly 200 kilometres with a substantial trailer, although actual consumption would depend on the load and operating conditions. MG has reported towing a 2.8-tonne caravan between Sydney and Gerringong, but that exercise did not produce a disclosed range result.

Charging speed compounds the touring constraint. The U9 peaks at 115 kilowatts on a compatible DC charger, with MG claiming a 20-to-80-percent recharge in approximately 42 minutes. Its 11-kilowatt AC system is quoted at 12 hours for a five-to-100-percent charge from a three-phase wallbox.

Trailer access can be as important as charger power. Many Australian public charging sites have bays designed for the vehicle alone rather than a pickup and caravan, according to RAC guidance on public charging. That can require a driver to unhitch before charging, adding another practical step to long-distance towing.

Storage helps, but payload remains the boundary

The electric architecture creates useful space under the hood: a powered front trunk holds 236 litres and includes a 10-amp outlet. The U9 also supplies vehicle-to-load power at up to 6.6 kilowatts through its charging port, complementing several onboard outlets. Those features could support tools, camping equipment or other electrical loads without running a combustion engine.

They do not overcome the 685-kilogram payload ceiling, which is several hundred kilograms below the one-tonne figure familiar to many work-ute buyers. The contrast is central to the U9’s engineering character: its motors provide rapid acceleration and a competitive maximum towing rating, while battery mass and the vehicle’s overall configuration leave less carrying capacity than many conventional workhorses.

The U9 has a five-star ANCAP safety rating. MG provides a seven-year vehicle warranty when servicing is completed within its dealer network, while the listed battery warranty is seven years or 150,000 kilometres. Even with those assurances, its work-vehicle case will depend on duty cycle. For owners prioritizing quiet performance, ride comfort and onboard electrical power, the package has clear strengths. For heavy payloads or long towing stages, the 685-kilogram limit, 430-kilometre test range and 42-minute fast-charging claim define a much narrower operating window.

By Thomas Caldwell — AMI’s senior editor for mechanical and mobility engineering, covering vehicle electronics, systems integration, electrification, chassis systems, propulsion, and safety policy.