2026 MG U9 vs Kia Tasman comparison

They are the two latest entrants into the four-wheel-drive ute segment and making waves for different reasons.

Firstly, the Kia Tasman has everyone talking about its looks, but the real highlight is the interior, comfort, and technology on offer. The interior is a huge step forward for the segment, and the driving experience is impressive at the same time.

But now that the MG U9 has arrived on Australian shores, we have another consideration: should Australian ute buyers go big?

The 2026 MG U9 bridges the size gap between regular utes and large American trucks, but does it at a price that will put the establishment on notice. It's got a torquey turbocharged diesel engine, space for days, and loads of technology.

We took the Kia Tasman X-Line and MG U9 Explore Pro out of the city and into the bush, camping and exploring, to see which of these new utes suits the Australian buyer best.

While the MG U9 looks to plug a space in between regular utes and plus-sized US trucks, pricing for this new entrant into the segment comes in impressively low. It starts at $52,990 for the entry-level Explore trim, and goes up to $60,990 drive-away for the top spec Explore Pro.

Standard kit is impressive. You've got a spray-in tub liner, side steps, twin 12.3-inch screens and leather interior trimming. There are also heated and vented front seats with electric adjustment, along with memory and massage for the driver, and heated rear outboard seats.

There are automatic LED headlights, LED tail-lights, a digital rear-view mirror, a 360-degree camera, a panoramic sunroof, rain-sensing wipers, a suede roof lining, a trick 'tri-fold' tailgate and the option of the 'Smart Hatch' folding rear bulkhead. More on this later.

The MG U9 uses diesel power exclusively, with a 2.5-litre turbocharged four-cylinder engine offering 160kW and 520Nm, running through an eight-speed ZF automatic transmission. The four-wheel-drive system is part-time, and includes a low-range transfer case and locking differentials front and rear. Explore Pro is the only trim level to get the additional front locking differential.

The vehicle weighs 2550kg, has a 770kg payload and a 3500kg braked towing capacity.

One interesting point of difference for the U9 is the adoption of independent coil-sprung rear suspension, which is a rare thing to see in an internal-combustion four-wheel-drive ute. The plug-in hybrid BYD Shark 6 has a similar setup, primarily to accommodate its electric-heavy twin-motor powertrain.

Shaping up like a Ford F-150 at a fraction of the price, the MG U9 is likely to appeal to those seeking a four-wheel-drive ute with extra interior space.

If you don't like the idea of independent rear suspension, but do love the size of the U9, then have a look at the closely related LDV Terron 9. It's almost a twin-under-the-skin, but comes with different trim levels and a more traditional live rear axle with leaf springs.

What we have here is the penultimate in the Tasman range, which is called X-Line. Where an entry-level Tasman starts in the $40,000 range for an entry-level two-wheel-drive model, the top-spec X-Pro has a sticker price of $77,990 drive-away.

The Kia Tasman X-Line trims that number back significantly, to $67,990 drive-away and quite close to the U9 when you look at the final 'in-the-traffic' prices. However, this special offer price is only valid until the end of October 2025, or while stocks last.

In terms of gear, the X-Line is well stocked. However, not to the same extent as MG's U9 Explore Pro.

There's faux leather interior trimming, heated front seats and electric adjustment for the driver only. The rear seats have a trick slide-and-recline feature, and there is some handy storage located underneath the base.

There are twin 12.3-inch displays on the dashboard, with a 5.0-inch control panel for air conditioning wedged in between. Headlights are automatic projector-style LEDs, and the tail-lights and fog lights use light-emitting diodes as well.

It features a 360-degree camera system, twin wireless charging pads, and a steering wheel-mounted gear selector, which frees up some space around the central console.

The Kia Tasman uses a 2.2-litre turbocharged diesel engine that makes 154kW and 440Nm, running through an eight-speed automatic torque converter transmission of Kia's own design. It gets a low-range transfer case and part-time four-wheel-drive system with automatic function.

Whereas the top-spec X-Pro has a selectable locking rear differential, we have an auto-locking rear end in this case.

When you drive past a 15-year-old ute in traffic, you'll realise how much bigger dual-cabs are these days. Looking at these big boppers in 2026, that trend doesn't seem to be slowing down.

The biggest of the two is certainly the MG, which effectively plugs a gap between a regular-sized ute and big American metal.

It's almost 100mm longer than the Tasman, which is itself 85mm longer than a Toyota HiLux.

Stepping up and into the U9's cabin, you're greeted with something that is spacious and modern. The dashboard has a flat-topped design, finished with sharp angles. But at the same time, you get reminders of something like a Chevrolet Silverado 1500 with some of the design and layout elements. And, of course, the size.

Clocking the width of the centre console gives you a hint to the width of the vehicle overall, and the healthy amount of storage space available. There is a big wireless charging pad up front, with USB and 12V power available, and a big centre console. The raised lid is good for elbows, but also has a nook for a phone and something like car keys.

Cupholders are sunk down behind the gear shifter, which works well for taller bottles, but shorter coffee cups could be trickier to fish out. Build quality is impressive, with the centre console resisting my prods and pushes without issue.

Although, the industrial-looking gear shifter does feel a bit flimsy and plasticky as you wriggle it around.

Otherwise, the seats are broad and comfortable, with plenty of helpful adjustments available. Of course, we have loads of bells and whistles here – heating and ventilation for both front seats, and massaging and memory for the driver.

There are some piano-style physical buttons – similar to what you get in a Silverado 1500 – below the infotainment display, which helps with functionality and usability for things like climate control, door locking and unlocking, and fan speed (amongst other things).

Another interesting thing about the U9 is the button to open the doors, rather than a physical latch. You could argue it's not in the most ergonomic spot (near a handle), but is easy enough to open. There are hidden cables lower down in the door to use in case the button fails, and it's going to be a lot easier for little kids to open the doors here (when the child lock isn't turned on).

Although volume controls aren't done via physical means, you can pull down from the top of the screen to adjust the decibels, or use controls on the steering wheel.

Those in the second row of the U9 benefit from the increased overall space and footprint, providing ample room. Leg room is particularly good, and a raised seat base gives nice visibility forward and through the side windows. Head room isn't huge, thanks to the high seat base and panoramic sunroof. But, there is a nook towards the back for taller humans to wedge their heads into.

The second row has air vents and power outlets, but we noticed that on the whole, the Kia Tasman had a more comfortable second-row seat.

Further back, the MG U9 has a couple of impressive party tricks available for buyers. Firstly, the tailgate features a fold-out step, allowing you to comfortably step up and into the tub without the need to climb.

It can also work like a small bench or bar at a nice height, which would work well for camping or watching the local footy game.

The Smart Gate, which is an expensive option for the MG U9, opens up the tray to the cabin. There's electric glass that slides down, and the second-row seats fold flat and out of the way by flipping forward the seat base.

It's a cool feature, not entirely dissimilar to the Deepal E07, but does have limitations. It's not a fully flat floor all of the way through, which means something like a blow-up mattress doesn't work. You could use it to load larger and longer pieces of equipment into the car without dropping down the tailgate.

But, a roof rack would allow you to do this as well.

While the Tasman cannot compete outright in terms of space and size with the U9, it's still a relatively large four-wheel-drive ute for the segment. It's slightly longer than a Ranger, but it cannot match the length of the MG U9.

However, the overtly boxy shape of the Tasman does yield a lot of interior space. There's a certain airiness to the cabin, with a high ceiling and corners that don't curve in like a regular car. This means shoulder and head room are both excellent.

Along with the comfortable heated front seats, you've got an interior that is both impressively laid out and nice to interact with. Air vents integrate into the dashboard tastefully, with some nice storage solutions built in.

Between the infotainment displays is a smaller screen that helps with your climate controls, which is handy despite being obscured by the steering wheel.

This trim level of Tasman moves the gear shifter from the centre console area to a chunky stalk hanging off the steering column, which does take a little bit of getting used to. However, it's easy to appreciate the amount of centre console space that becomes afforded to other items.

The twin wireless charging pads work well for throwing your keys and wallet into (and obviously, phones), the second glovebox in front of the passenger is handy, and the central storage bin (along with flipping out to become a small pseudo-workbench) can fit a lot of your stuff.

The second row is perhaps the most impressive place to sit in the Tasman, however, owing to the big chunks of leg and head room available. X-Line is the least expensive trim level to get the handy tilt-and-slide feature, which allows those in the back to recline comfortably and eat into some of that extra leg room.

And the box-shaped ceiling – without any sunroof to worry about – gives the Tasman an advantage in terms of head room.

Compared to something like a Toyota HiLux, the Tasman and U9 both feel like a league ahead in terms of second-row space and comfort. It's also a step ahead of the likes of an Isuzu D-Max and Ford Ranger.

While the Kia might not have the smarts of the Smart Hatch to open up the tub into the cabin, a more traditional layout of the Tasman does afford excellent under-seat storage and the ability to fold the seatback forward. This could be handy for those who want to load stuff into the back, and make an effort to not trash the seats too much.

But with adults or kids in the back, the Tasman is as impressive as the U9 for space and comfort. There is good amenity as well, with USB-C power outlets, a 240-volt household plug, air vents and a drop-down armrest with cupholders.

Both of these vehicles come with the same-sized infotainment and driver displays at 12.3 inches. Both sit as a big letterbox slab atop the dashboard, but the Kia has an extra 5.0-inch display wedged in between for your climate controls.

Both systems match each other in crucial areas, with wired and wireless Apple CarPlay and Android Auto, digital radio, native navigation and AM/FM reception.

The infotainment systems in the MG U9 and Kia Tasman get smartphone connectivity through a companion app, as well as remote controls and over-the-air updates.

Being top-specification, the U9 brings a little more heat with an upgraded eight-speaker sound system, versus the six-speaker setup in the Tasman X-Line. X-Pro goes to eight speakers, but you need to spend a bit more for that.

But for what it's worth, both systems worked well enough (without, admittedly, digging into a sound quality comparison between the two).

The operating system of the U9 is pretty good, once you spend some time getting the lie of the land. There is a permanent bank of menu buttons on the right-hand side, which helps navigation, and the shortcut to reducing a lot of the beeps and bongs is a welcome addition.

Some of the menus and functions have a haphazard translation from the original tongue across to English, but once the owner becomes familiar with the system, it will work well.

The only physical control for volume in the U9 is on the steering wheel, which is good for a tyrannical driver. However, swiping down from the top of the screen provides access to volume adjustments and other shortcuts.

You could argue that the operating system in the Tasman is a little more slick and nice to use, but there isn't a whole lot in it. The operating system is nice, and helped by the customisable buttons, physical controls and dedicated volume scrolling dial.

Both the Kia Tasman and MG U9 come with a five-star ANCAP safety rating in Australia, which is no doubt an important box to tick for many commercial and family buyers. But, it's not as straightforward as that.

The MG U9 gets a five-star ANCAP safety rating, which comes from crash testing done on the related Maxus eTerron 9 fully-electric ute by Euro NCAP in 2024.

Adult occupants get a 91 per cent protection rating , while child occupants get an 89 per cent protection rating. Vulnerable road users (pedestrians) get an 84 per cent rating, while onboard safety assistance systems get an 85 per cent rating.

For what it's worth, this shows only a minor variance in ratings from the Maxus eTerron 9 in European markets, while the local LDV Terron 9 gets the exact same score as the MG U9.

However, the Kia Tasman we have here is technically unrated. There is a five-star ANCAP score available for the ute, but such a thing is only extended to the lower specification grades with a different design for the front bumper.

For what it's worth, the tested variants of the Tasman get similar (but lower) scores to the MG U9: 85 per cent for adult and child occupant protection, 74 per cent for vulnerable road users, and 80 per cent for the onboard safety assistance systems.

There is a comprehensive range of safety equipment and features in the MG U9, with a wide range of features for safety and convenience.

However, living with the full gamut working together can be a bit tough. There's a lot of intervention to contend with, but it can at least be turned off with a few presses through the infotainment system.

Going into the system settings allows you to have a preset level of assistance according to your own tastes, which is easy to find. However, you do need to re-apply this mode each time you turn the car on.

The Kia Tasman doesn't miss a punch in the driving safety and convenience stakes, and the general experience is something that has been improved in recent years by Kia.

Whereas older representations of this technology would be overbearing and annoying, the harder edges have been softened off more recently.

Driver monitoring is less annoying, as is traffic sign recognition. And for the latter (which can still get it wrong), a long press on the right-hand-side steering wheel button can mute this feature.

While MG claims a solid efficiency of 7.9 litres per 100 kilometres, this isn't something we were able to match in our testing.

Most of our time was spent driving on country highways for extended periods (with a medium-light load in the tray), but we did have some long stints of off-road driving as well.

The average fuel number we returned from this was 10.7L/100km, which is some distance from the claim.

There are undoubtedly more efficient utes out there. However, the MG's rating is expected given its large size and 520Nm diesel motor.

Using the same engine that you'll find in the likes of a Kia Sorento or Carnival, you've got a more efficient overall powertrain in the Tasman.

Driving the same terrain and locations as the U9, we saw an efficiency of 9.4L/100km indicated on the dashboard of the Tasman.

This works out to be closer to Kia's claim of 7.8L/100km.

Have a quick look underneath the MG U9 and you'll see a suspension setup that is relatively sophisticated for the ute segment.

Along with having independent suspension front and rear, instead of the seemingly requisite leaf-sprung rear suspension, the layout of control arms reminds me more of a high-end SUV than a rough-and-tumble ute.

This brings a clear benefit to the driving experience, particularly in terms of compliance and ride quality. It's smooth and easy-going, handling bumps and minor imperfections well.

The ute tracks through corners nicely as well, with a sense of balance that you don't normally get with a ute.

However, this setup does come with compromises.

When loaded up with camping gear – I would imagine being at around one third of the total 770kg payload – that ride quality unfurled a bit on rough roads and pockmarked dirt tracks.

In situations where other vehicles could bounce through without issue, the U9 shuddered through alarmingly, with rear suspension bottoming out harshly.

Copy that, slow down a little more.

For those who are eyeing off a long-distance touring holiday in the U9, suspension modifications would likely be required.

The engine, with a solid 520Nm, is the lazy kind of motor that you like to see in a four-wheel-drive ute. It's not a high-revving engine with sharp response, but there is ample performance on offer. It's a fairly civilised engine by modern standards as well, in terms of noise, vibrations, and harshness.

The eight-speed automatic transmission, which comes from ZF, isn't up to the usual lofty standards of this widely used gearbox.

In most other cases, the transmission doesn't put a foot wrong. But in the U9's application, it does send an occasional shudder or thud through gear changes as you adjust your throttle. But mostly, it's still quite good.

There's a lot of appeal to driving the MG around with as little glass as possible: sunroof open, windows down and with the smart gate either partially or fully open. However, it should be done with caution in some circumstances. If you're driving down an unsealed road, negative air pressure can drag dust inside the cabin.

So, treat it with caution and use it only when you have a clean and empty tub.

In terms of technical off-road capability, the MG U9 is likely a lot better than you would expect. Mostly, this comes down to the locking differentials front and rear.

There's a decent off-road traction-control system, with a range of selectable modes to choose from. This includes a form of off-road cruise control, on top of hill descent control.

However, these systems are not as polished and sophisticated as what you get in a (much more expensive) Land Rover or Toyota.

Looking at the MG U9 makes you think ground clearance isn't great, but in the real world, it works out to be better than you would expect. The 20-inch wheels still have a decent amount of tyre wrapped around them with nearly 32 inches of overall diameter.

The long wheelbase results in a lot of belly rubs over rough terrain, and the suspension struggles with ruts and bumps.

Articulation is in short supply compared to a ute with live axles. This means the traction-control systems come into play sooner rather than later off-road. However, locking differentials show how good this old-school technology still is in a world of electronic assistance.

The size of the U9 can feel like a burden at times. It brings a lot of space and presence, yes. But it feels like a cruise liner in a Venetian canal on some bush tracks, and cannot be described as nimble.

Like MG, Kia has managed to put forward a four-wheel-drive ute with impressive overall credentials as a first tilt in this highly competitive and wide-reaching segment.

However, the Tasman manages to do similar things while maintaining a larger payload than the U9.

It does it with a more traditional (some might say more rudimentary) suspension setup, with a live axle and leaf springs.

There's more of a characteristic suspension jiggle evident in the Tasman, as it refuses to settle as nicely as the MG over minor imperfections. But on bigger hits and with a light load in the tray, the Tasman is much more composed.

Whereas the MG certainly has the bragging rights in terms of on-paper power and torque, the real-world gap between these two feels minimal. There's a bit more perkiness and responsiveness to the Kia, and the eight-speed transmission (previously used in the Stinger sports sedan) is a smooth and predictable operator.

The engine is well behaved, and provides ample motivation for the ute's size. Yes, it's outgunned by the U9 and most other competitors in the segment for torque, but it doesn't feel overly lacking from behind the wheel.

However, the Tasman feels slightly more eager to down-change when heading up steep climbs. It would be helpful if the Tasman could maintain a gear longer, but attempting to hold redline in manual mode still forces an early shift.

Off-road, the combination of an automatically locking rear differential and good traction-control system puts the Tasman in good stead. The smaller size and lower weight of this vehicle no doubt helps, but there feels to be a little more inherent capability through the suspension of the Tasman.

The Tasman's rear diff can kick into action with a shunt sometimes, and the automatic function does take some control away from the driver. But it works in conjunction with the electronic side of the game, which is important.

Both utes come with a 3500kg braked towing capacity, which we have yet to test back-to-back. However, the extra torque of the U9, along with the longer wheelbase and increased weight, would be an appealing advantage.

Why? Less possible instances of tail-wagging-the-dog, which can happen when you tow heavy loads.

In both cases, towing the full 3500kg trailer must be treated with caution. A 6500kg gross combination mass for the U9 is less than the heaviest possible car and trailer combination, which means you'll need to sacrifice a chunk of payload in order to stay on the right side of the law.

It's the same case with the Tasman, where a 6200kg gross combination mass cannot be exceeded.

Both of these utes show the dramatic evolution of the four-wheel-drive ute segment, which was once predicated mostly upon values of payload, durability and capability.

Those demands are still there, but there is now a huge layer of comfort, safety, technology, and convenience added on top.

These two utes show this evolution acutely, and represent high levels of comfort and space for the segment.

The MG U9 in particular offers huge amounts of bang-for-buck, plugging a gap between regular and plus-sized at a bargain price. There is a good (but not perfect) powertrain, and plenty of refinement on the road. Plus, it's much better than you would expect off-road.

However, a relatively low payload doesn't suit all, and the off-road driving experience doesn't hit the nail on the head perfectly.

This means the U9 suits a buyer who wants space, comfort and value, but isn't as fussed about some of the more pointed credentials of capability.

From that point of view, it's the Tasman that is a more rounded and complete offering overall. Yes, it's more expensive, and not as well equipped. But the interior is still impressively spacious and comfortable, and the driving experience is good both on-road and off-road.