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7NEWS
6 hours ago
- Automotive
- 7NEWS
2025 LDV Terron 9 review
The first ever LDV Terron 9 dual-cab 4×4 ute is bigger than a Ford Ranger, cheaper than a Toyota HiLux and will spawn a near-identical twin in the upcoming MG U9 – so should you wait for the MG or go for the Terron 9, which is now in showrooms? Search for the meaning of 'Terron' and you'll find it's 'a block of sun-dried sod used as a construction brick' according to Texas folklore, or a 'clod' or 'lump' in Spanish. It's also a boy's name for 'the earthy kid with their feet firmly planted on the ground'. This makes sense for a completely new dual-cab ute from LDV, which is a potential building block for a bigger range and more customers in Australia's booming ute market. It's positioned above the existing T60 dual-cab in the LDV lineup in terms of both size and price, bringing a larger, more sophisticated option to the Chinese brand's local showrooms, with value-for-money pricing starting at $50,990 drive-away for ABN=holding buyers of the entry-level Origin variant tested here. Being bigger than the T60 means the Terron 9 is also larger than the top-selling Ranger/HiLux cohort – but not as big as the Ford F-150, Toyota Tundra, Ram 1500 or Chevrolet Silverado 1500. The Terron 9s' closest-sized competitor is the GWM Cannon Alpha, which starts at $52,990 drive-away. For just over $50k on the road, the Terron 9 comes with the obligatory 3500kg towing capacity as well as a spacious five-seat cabin, full-time four-wheel drive and one of the most powerful turbo-diesel engines in its class. LDV claims the Terron 9 doesn't drive like a truck, despite offering benchmark towing capability and boasting an 1100kg payload – so let's see if the claim is true and if its feet are indeed 'firmly planted on the ground'. How much does the LDV Terron 9 cost? The Terron 9 is available in two model grades: the entry-level Origin we're testing here, and the mechanically identical Evolve flagship. Introductory pricing for ABN holders takes $1000 off the prices listed below, meaning that for business buyers the Origin will initially cost $49,990 drive-away (nationally) and the Evolve will cost $54,990 drive-away. The GWM Cannon Alpha is its closest rival in terms of size and price, with equivalent diesel 4×4 versions starting at $52,990 drive-away. The MG U9, due in Australia later this year, is essentially the same vehicle as the Terron 9 (LDV and MG are both part of Chinese auto giant SAIC), but MG Motor Australia is yet to announce pricing and equipment for its first ute. For further context, the 2025 LDV T60 Max Plus lineup is currently being offered from $45,490 drive-away for ABN holders. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool What is the LDV Terron 9 like on the inside? Above all, one word encapsulates the five-seat Terron 9 cabin: spacious. Sturdy side steps lead you into the driver's seat – with A-pillar mounted grab handles aiding access if needed – where you'll find more than ample hip, shoulder and headroom thanks to a long 3300m wheelbase. The cabin makes the most of the larger dimensions compared to the dominant Ranger and HiLux dual-cabs, and it plays to that strength with light colours for the headliner and seats, as opposed to the more dirt-resistant yet dungeon-like dark colours in most dual-cabs. This includes the power-adjustable driver's seat and the manual-only front passenger seat, both of which are covered in grey patterned cloth trim which would not look out of place in a passenger SUV. The seat material is good overall but looks somewhat generic – especially when looking at the plain front seatbacks from the second row – appearing neither high-end nor hard-wearing. It's much nicer than hard plastic on the seatbacks, admittedly. We have few other criticisms about the well thought-out interior. The higher 'mezzanine' style rear bench seat peers down on the front seats, reducing the ample headroom marginally, but still offering loads of shoulder, hip and legroom, even behind taller drivers. Adding further rear-seat comfort, the 60:40-split and folding rear seatbacks are nicely reclined, and while there's no centre armrest to speak of, there are air vents in the rear of the centre console along with USB and USB-C charging ports, seatback map pockets and generous rear door bins. There are also four ISOFIX child seat mounting points, while the curtain airbags stretch to the second row, too. Further back, the tub measures a generous 1600mm long, 1500mm wide (1230mm between the wheel-arches) and 535mm deep, and comes with a standard spray-in bed liner and four tie-down points. It's a well-finished tub with a one-touch tray-edge button to activate a soft opening, preventing it from suddenly dropping, and we could literally close it with one finger. Up front, the driver's seat offers good comfort and support – it's not too hard, and not too soft – and the dash and console features a smart layout with loads of stowage space and charming design elements. These include silver metal-like details on the huge centre console, and a silhouette of the ute appearing proudly in the centre of the dash, adding a sense of character. The centre console lacks wireless charging (for the time being) in two obvious spaces for smartphones, but the Terron 9 does have wireless CarPlay and Android Auto connectivity. It's a bit odd, too, that the protruding shelf for phones is fixed and doesn't fold to access the space below it, where the 12V outlet and USB ports face the front of the car and will be challenging for some people to locate. Smart silver metal details surround the centre console-mounted drive mode controller and air vents, bookending the 12.3-inch digital instrument cluster which has a crisp display. There are also broad silver bows on the door trims, and integrated silver push-buttons to open the door in place of traditional door pulls – another feature traditionally found in higher-end vehicles, not a $50k ute. There are more physical buttons on the dash, too, with a smart row of silver textured switches for key features (demister, hazard lights, etc), enabling instant access to them instead of them being buried in the 12.3-inch central infotainment touchscreen. The multimedia screen's graphics are smart and feature simple, clean icons for the built-in sat-nav, tyre pressure monitor and displays for individual drive modes, plus a dedicated off-road screen, too. The screen also provides clean, clear images from the 360-degree parking camera, and the column-mounted gear selector and indicator stalks feel sturdy enough for a bona-fide ute. The two-spoke steering wheel, with its thick rim and leather trim, gives off a quality feel and has silver main buttons within piano black surrounds – underlining the positive impressions before you take the Terron 9 for a drive. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool What's under the bonnet? The Terron 9 lineup is powered by a 2.5-litre four-cylinder turbo-diesel engine matched as standard to an eight-speed torque-converter automatic transmission and full-time four-wheel drive system, including a locking rear differential. In terms of power and torque, it out-punches almost every four-cylinder rival – including equivalent Rangers and HiLuxes. The top-shelf HiLux GR Sport ($74,310 plus on-roads) is the only four-cylinder dual-cab to offer more, at 165kW/550Nm. Official combined fuel consumption is 7.9L/100km, matching the smaller LDV T60 but with a larger 80-litre fuel tank. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool How does the LDV Terron 9 drive? The Terron 9 cabin promises a polished drive, and our first taste-test both on a test track and a brief road jaunt reveals a composed driving experience to match the upmarket cabin's livability. After you hit the engine start button to fire up the Terron 9, selecting Drive from the six-speed auto requires a pull of the column-shifter – which we duly knocked into Neutral in the first few metres of driving. We didn't do it again, however, before pushing the Terron 9 around the former GM Holden proving ground at Lang Lang in Victoria. The beefy 163kW/520Nm 2.5-litre turbo-diesel outpunches a Bi-Turbo Ranger's stats (154kW/500Nm) and feels appropriately grunty, working well with the eight-speed auto to deliver a relatively smooth powertrain – especially in this class of ute. The strong torque output, which peaks from a low 1500rpm, gives it effortless pace, and we found ourselves driving much faster than expected – and faster than some other dual-cabs we've driven at Lang Lang – while finding a natural rhythm around the demanding ride and handling circuit. We didn't bother with the paddle shifters around the circuit, but they will come in handy for towing, because the Terron 9 holds the eight-speed auto's gear ratios and won't change up on you, even at the 4500rpm redline. While it has a benchmark 3500kg braked tow rating – with a towbar included as standard equipment – and a substantial 1100kg payload, which give it all the tools to compete in the Australia's cut-throat ute knife-fight, the Terron 9 stands out as a dual-cab with excellent on-road composure and refinement. Part of this comes from the single body-side panel, which is at odds with others – including the Ranger, HiLux and even LDV's own T60 – that have a tub separate to the body. That body sits over a traditional ladder-frame chassis, which of course remains the preference for off-roaders, as does the Terron 9's load-bearing leaf-sprung rear suspension. The integrated tub increases stiffness and translates to better road manners, backed by sharp electric steering and great handling and roadholding, making the Terron 9 truly SUV-like to drive. It's tough to admit the PR messaging may be accurate, but it's difficult to argue with the well contained body roll, and minimal dive and squat under heavy braking and acceleration. There are three driving modes – Normal, Eco and Sport – and separate Standard, Sport and Comfort steering settings, but during our brief test we couldn't feel significant differences between them. More on that when we score a more extensive drive. Adding 180kg of weight to the tray made no discernible impact from the driver's seat, too. The standard 18-inch alloy wheels are fitted with 265mm-wide Wanl Rangetour Plus highway tyres, and they work well with the accurate steering which has limited feel but is well weighted. The Terron 9 has a comfortable yet pattery ride on pockmarked roads, taking the edge off bigger lumps and bumps on the surface below. Yet the ride is compliant and the tyres remain well glued to the road, soaking up every bump and surface irregularity competently. Changes of direction are accompanied by well managed body roll as the Terron 9 gets on its way with minimal fuss – even if it can take a little while to settle over mid-corner bumps in longer bends. It's clear this is no rickety agricultural ute with added passenger car features, but a mature, properly executed dual-cab designed for daily driving. That's no surprise given LDV commercial brand's Terron 9 is twinned with the MG U9 – which arrives later this year – and there are several dynamically capable MGs in Australian showrooms. The cabin is well insulated from the outside – although there was noticeable wind noise – and given the good driving position and composure, this makes the LDV comfortable and easy to both drive and passenger in. Front and rear vision is excellent and the clear digital instruments work well, while the ADAS (Advanced Driver Assistance Systems) weren't overly intrusive on our road loop, where the adaptive cruise control was effective and easy to operate. At slower speeds, the standard 360-degree camera and just 2.75 steering turns lock-to-lock combines with light low-speed steering to make parking easy. It might have civilised road manners, but the Terron 9 has full-time four-wheel drive and a locking rear-diff for hardcore off-road work, where the ADAS suite includes hill-descent control and hill-start assist. We didn't get the chance to take the Terron 9 properly off-road, but while it can't match the Ford's 800mm water wading depth, its approach and departure angles of 29 and 25 degrees respectively give it competitive geometries – on paper at least – with both the Ranger and Cannon Alpha. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool What do you get? The LDV Terron is offered in two model grades, the Origin and Evolve, with additional equipment for the Evolve limited to larger alloy wheels and cabin upgrades. Both have the same 2.5-litre turbo-diesel under the bonnet, paired with an eight speed automatic and a full-time four-wheel drive system with low-range ratios. 2025 LDV Terron 9 Origin equipment highlights: 18-inch alloy wheels 265/65/18 highway terrain tyres Full-size spare tyre on matching alloy wheel Tow bar and wiring harness Rear differential lock Side steps Spray-in tub liner Black roof rails Locking tailgate with lift assistance Automatic bi-LED headlights Rain-sensing wipers 12.3-inch digital instrument cluster 12.3-inch touchscreen infotainment system Wired and wireless Apple CarPlay and Android Auto 4-speaker sound system Cloth upholstery 6-way power-adjustable front seats 2 x USB-A outlets 2 x USB-C outlets 1 x 12V outlet ISOFIX and top-tether child seat anchor points in outboard rear seats The Evolve adds: 20-inch alloy wheels 275/55R20 highway terrain tyres Locking front differential Trailer back-up assistance Power-folding exterior mirrors Cargo bed lighting Cargo rails 8-speaker JBL sound system 8-way power-adjustable front seats Heated and ventilated front seats Massaging front seats Heated rear seats Ambient lighting Is the LDV Terron 9 safe? The Terron 9 does not yet have an ANCAP (Australasian New Car Assessment Program) safety rating, which will take it off the consideration list for some fleet buyers, but the vehicle will be rated later this year. The LDV T60 was the first dual-cab ute in Australia to achieve a five-star safety rating back in Terron 9's safety equipment comprises seven airbags including for the driver and front passenger, plus a front centre airbag, front side airbags, and curtain airbags covering the front and second rows. Other ADAS functions include the mandatory autonomous emergency braking (AEB), plus adaptive radar cruse, lane-keep assist, rear AEB with cross-traffic alert, and door opening warning. Standard safety equipment across the range includes: Autonomous emergency braking Adaptive cruise control Blind-spot monitoring Driver attention alert Lane-keep assist Rear cross-traffic alert Safe exit warning Front, front-side, and side curtain airbags Front centre airbag Surround-view camera Front and rear parking sensors Tyre pressure monitoring To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool How much does the LDV Terron 9 cost to run? The Terron 9 has a seven-year, 200,000km warranty (whichever occurs first) and comes with five years of 24/7 roadside assistance. There is currently no capped-price service program for the Terron 9, but we expect this to change. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool CarExpert's Take on the LDV Terron 9 The LDV Terron 9 is a great value, well-executed dual-cab 4×4 ute that offers more payload, tow caopacity and cabin space per dollar than most rivals. Despite its affordability, it doesn't feel cheap, thanks to well thought-out design details such as gas bonnet struts – something you won't see in any current Ranger. There are minor compromises – such as the lack of a second-row armrest, wireless phone charging and, for the time being, an ANCAP rating to independently verify its safety credentials, although its extensive list of ADAS features and seven airbags should give it top marks. We also haven't taken the LDV properly off the beaten track to see whether it can back up its on-road civility with bush-bashing brutishness. But it has almost all of the equipment to give it solid off-road capability, so the Terron 9 should be on the shopping list for Australians looking for an affordable, well-equipped and comfortable dual-cab 4×4 ute. Interested in buying a LDV Terron 9? Let CarExpert find you the best deal here Pros Lusty engine performance Accomplished ride/handling package Pricing, equipment and refinement Cons
The Advertiser
7 hours ago
- Automotive
- The Advertiser
2025 LDV Terron 9 review
The first ever LDV Terron 9 dual-cab 4×4 ute is bigger than a Ford Ranger, cheaper than a Toyota HiLux and will spawn a near-identical twin in the upcoming MG U9 – so should you wait for the MG or go for the Terron 9, which is now in showrooms? Search for the meaning of 'Terron' and you'll find it's "a block of sun-dried sod used as a construction brick" according to Texas folklore, or a 'clod' or 'lump' in Spanish. It's also a boy's name for "the earthy kid with their feet firmly planted on the ground". This makes sense for a completely new dual-cab ute from LDV, which is a potential building block for a bigger range and more customers in Australia's booming ute market. It's positioned above the existing T60 dual-cab in the LDV lineup in terms of both size and price, bringing a larger, more sophisticated option to the Chinese brand's local showrooms, with value-for-money pricing starting at $50,990 drive-away for ABN=holding buyers of the entry-level Origin variant tested here. Being bigger than the T60 means the Terron 9 is also larger than the top-selling Ranger/HiLux cohort – but not as big as the Ford F-150, Toyota Tundra, Ram 1500 or Chevrolet Silverado 1500. The Terron 9s' closest-sized competitor is the GWM Cannon Alpha, which starts at $52,990 drive-away. For just over $50k on the road, the Terron 9 comes with the obligatory 3500kg towing capacity as well as a spacious five-seat cabin, full-time four-wheel drive and one of the most powerful turbo-diesel engines in its class. LDV claims the Terron 9 doesn't drive like a truck, despite offering benchmark towing capability and boasting an 1100kg payload – so let's see if the claim is true and if its feet are indeed "firmly planted on the ground". The Terron 9 is available in two model grades: the entry-level Origin we're testing here, and the mechanically identical Evolve flagship. Introductory pricing for ABN holders takes $1000 off the prices listed below, meaning that for business buyers the Origin will initially cost $49,990 drive-away (nationally) and the Evolve will cost $54,990 drive-away. The GWM Cannon Alpha is its closest rival in terms of size and price, with equivalent diesel 4×4 versions starting at $52,990 drive-away. The MG U9, due in Australia later this year, is essentially the same vehicle as the Terron 9 (LDV and MG are both part of Chinese auto giant SAIC), but MG Motor Australia is yet to announce pricing and equipment for its first ute. For further context, the 2025 LDV T60 Max Plus lineup is currently being offered from $45,490 drive-away for ABN holders. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool Above all, one word encapsulates the five-seat Terron 9 cabin: spacious. Sturdy side steps lead you into the driver's seat – with A-pillar mounted grab handles aiding access if needed – where you'll find more than ample hip, shoulder and headroom thanks to a long 3300m wheelbase. The cabin makes the most of the larger dimensions compared to the dominant Ranger and HiLux dual-cabs, and it plays to that strength with light colours for the headliner and seats, as opposed to the more dirt-resistant yet dungeon-like dark colours in most dual-cabs. This includes the power-adjustable driver's seat and the manual-only front passenger seat, both of which are covered in grey patterned cloth trim which would not look out of place in a passenger SUV. The seat material is good overall but looks somewhat generic – especially when looking at the plain front seatbacks from the second row – appearing neither high-end nor hard-wearing. It's much nicer than hard plastic on the seatbacks, admittedly. We have few other criticisms about the well thought-out interior. The higher 'mezzanine' style rear bench seat peers down on the front seats, reducing the ample headroom marginally, but still offering loads of shoulder, hip and legroom, even behind taller drivers. Adding further rear-seat comfort, the 60:40-split and folding rear seatbacks are nicely reclined, and while there's no centre armrest to speak of, there are air vents in the rear of the centre console along with USB and USB-C charging ports, seatback map pockets and generous rear door bins. There are also four ISOFIX child seat mounting points, while the curtain airbags stretch to the second row, too. Further back, the tub measures a generous 1600mm long, 1500mm wide (1230mm between the wheel-arches) and 535mm deep, and comes with a standard spray-in bed liner and four tie-down points. It's a well-finished tub with a one-touch tray-edge button to activate a soft opening, preventing it from suddenly dropping, and we could literally close it with one finger. Up front, the driver's seat offers good comfort and support – it's not too hard, and not too soft – and the dash and console features a smart layout with loads of stowage space and charming design elements. These include silver metal-like details on the huge centre console, and a silhouette of the ute appearing proudly in the centre of the dash, adding a sense of character. The centre console lacks wireless charging (for the time being) in two obvious spaces for smartphones, but the Terron 9 does have wireless CarPlay and Android Auto connectivity. It's a bit odd, too, that the protruding shelf for phones is fixed and doesn't fold to access the space below it, where the 12V outlet and USB ports face the front of the car and will be challenging for some people to locate. Smart silver metal details surround the centre console-mounted drive mode controller and air vents, bookending the 12.3-inch digital instrument cluster which has a crisp display. There are also broad silver bows on the door trims, and integrated silver push-buttons to open the door in place of traditional door pulls – another feature traditionally found in higher-end vehicles, not a $50k ute. There are more physical buttons on the dash, too, with a smart row of silver textured switches for key features (demister, hazard lights, etc), enabling instant access to them instead of them being buried in the 12.3-inch central infotainment touchscreen. The multimedia screen's graphics are smart and feature simple, clean icons for the built-in sat-nav, tyre pressure monitor and displays for individual drive modes, plus a dedicated off-road screen, too. The screen also provides clean, clear images from the 360-degree parking camera, and the column-mounted gear selector and indicator stalks feel sturdy enough for a bona-fide ute. The two-spoke steering wheel, with its thick rim and leather trim, gives off a quality feel and has silver main buttons within piano black surrounds – underlining the positive impressions before you take the Terron 9 for a drive. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 lineup is powered by a 2.5-litre four-cylinder turbo-diesel engine matched as standard to an eight-speed torque-converter automatic transmission and full-time four-wheel drive system, including a locking rear differential. In terms of power and torque, it out-punches almost every four-cylinder rival – including equivalent Rangers and HiLuxes. The top-shelf HiLux GR Sport ($74,310 plus on-roads) is the only four-cylinder dual-cab to offer more, at 165kW/550Nm. Official combined fuel consumption is 7.9L/100km, matching the smaller LDV T60 but with a larger 80-litre fuel tank. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 cabin promises a polished drive, and our first taste-test both on a test track and a brief road jaunt reveals a composed driving experience to match the upmarket cabin's livability. After you hit the engine start button to fire up the Terron 9, selecting Drive from the six-speed auto requires a pull of the column-shifter – which we duly knocked into Neutral in the first few metres of driving. We didn't do it again, however, before pushing the Terron 9 around the former GM Holden proving ground at Lang Lang in Victoria. The beefy 163kW/520Nm 2.5-litre turbo-diesel outpunches a Bi-Turbo Ranger's stats (154kW/500Nm) and feels appropriately grunty, working well with the eight-speed auto to deliver a relatively smooth powertrain – especially in this class of ute. The strong torque output, which peaks from a low 1500rpm, gives it effortless pace, and we found ourselves driving much faster than expected – and faster than some other dual-cabs we've driven at Lang Lang – while finding a natural rhythm around the demanding ride and handling circuit. We didn't bother with the paddle shifters around the circuit, but they will come in handy for towing, because the Terron 9 holds the eight-speed auto's gear ratios and won't change up on you, even at the 4500rpm redline. While it has a benchmark 3500kg braked tow rating – with a towbar included as standard equipment – and a substantial 1100kg payload, which give it all the tools to compete in the Australia's cut-throat ute knife-fight, the Terron 9 stands out as a dual-cab with excellent on-road composure and refinement. Part of this comes from the single body-side panel, which is at odds with others – including the Ranger, HiLux and even LDV's own T60 – that have a tub separate to the body. That body sits over a traditional ladder-frame chassis, which of course remains the preference for off-roaders, as does the Terron 9's load-bearing leaf-sprung rear suspension. The integrated tub increases stiffness and translates to better road manners, backed by sharp electric steering and great handling and roadholding, making the Terron 9 truly SUV-like to drive. It's tough to admit the PR messaging may be accurate, but it's difficult to argue with the well contained body roll, and minimal dive and squat under heavy braking and acceleration. There are three driving modes – Normal, Eco and Sport – and separate Standard, Sport and Comfort steering settings, but during our brief test we couldn't feel significant differences between them. More on that when we score a more extensive drive. Adding 180kg of weight to the tray made no discernible impact from the driver's seat, too. The standard 18-inch alloy wheels are fitted with 265mm-wide Wanl Rangetour Plus highway tyres, and they work well with the accurate steering which has limited feel but is well weighted. The Terron 9 has a comfortable yet pattery ride on pockmarked roads, taking the edge off bigger lumps and bumps on the surface below. Yet the ride is compliant and the tyres remain well glued to the road, soaking up every bump and surface irregularity competently. Changes of direction are accompanied by well managed body roll as the Terron 9 gets on its way with minimal fuss – even if it can take a little while to settle over mid-corner bumps in longer bends. It's clear this is no rickety agricultural ute with added passenger car features, but a mature, properly executed dual-cab designed for daily driving. That's no surprise given LDV commercial brand's Terron 9 is twinned with the MG U9 – which arrives later this year – and there are several dynamically capable MGs in Australian showrooms. The cabin is well insulated from the outside – although there was noticeable wind noise – and given the good driving position and composure, this makes the LDV comfortable and easy to both drive and passenger in. Front and rear vision is excellent and the clear digital instruments work well, while the ADAS (Advanced Driver Assistance Systems) weren't overly intrusive on our road loop, where the adaptive cruise control was effective and easy to operate. At slower speeds, the standard 360-degree camera and just 2.75 steering turns lock-to-lock combines with light low-speed steering to make parking easy. It might have civilised road manners, but the Terron 9 has full-time four-wheel drive and a locking rear-diff for hardcore off-road work, where the ADAS suite includes hill-descent control and hill-start assist. We didn't get the chance to take the Terron 9 properly off-road, but while it can't match the Ford's 800mm water wading depth, its approach and departure angles of 29 and 25 degrees respectively give it competitive geometries – on paper at least – with both the Ranger and Cannon Alpha. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron is offered in two model grades, the Origin and Evolve, with additional equipment for the Evolve limited to larger alloy wheels and cabin upgrades. Both have the same 2.5-litre turbo-diesel under the bonnet, paired with an eight speed automatic and a full-time four-wheel drive system with low-range ratios. 2025 LDV Terron 9 Origin equipment highlights: The Evolve adds: The Terron 9 does not yet have an ANCAP (Australasian New Car Assessment Program) safety rating, which will take it off the consideration list for some fleet buyers, but the vehicle will be rated later this year. The LDV T60 was the first dual-cab ute in Australia to achieve a five-star safety rating back in Terron 9's safety equipment comprises seven airbags including for the driver and front passenger, plus a front centre airbag, front side airbags, and curtain airbags covering the front and second rows. Other ADAS functions include the mandatory autonomous emergency braking (AEB), plus adaptive radar cruse, lane-keep assist, rear AEB with cross-traffic alert, and door opening warning. Standard safety equipment across the range includes: To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 has a seven-year, 200,000km warranty (whichever occurs first) and comes with five years of 24/7 roadside assistance. There is currently no capped-price service program for the Terron 9, but we expect this to change. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron 9 is a great value, well-executed dual-cab 4×4 ute that offers more payload, tow caopacity and cabin space per dollar than most rivals. Despite its affordability, it doesn't feel cheap, thanks to well thought-out design details such as gas bonnet struts – something you won't see in any current Ranger. There are minor compromises – such as the lack of a second-row armrest, wireless phone charging and, for the time being, an ANCAP rating to independently verify its safety credentials, although its extensive list of ADAS features and seven airbags should give it top marks. We also haven't taken the LDV properly off the beaten track to see whether it can back up its on-road civility with bush-bashing brutishness. But it has almost all of the equipment to give it solid off-road capability, so the Terron 9 should be on the shopping list for Australians looking for an affordable, well-equipped and comfortable dual-cab 4×4 ute. Interested in buying a LDV Terron 9? Let CarExpert find you the best deal hereMORE: Explore the LDV Terrain 9 showroom Content originally sourced from: The first ever LDV Terron 9 dual-cab 4×4 ute is bigger than a Ford Ranger, cheaper than a Toyota HiLux and will spawn a near-identical twin in the upcoming MG U9 – so should you wait for the MG or go for the Terron 9, which is now in showrooms? Search for the meaning of 'Terron' and you'll find it's "a block of sun-dried sod used as a construction brick" according to Texas folklore, or a 'clod' or 'lump' in Spanish. It's also a boy's name for "the earthy kid with their feet firmly planted on the ground". This makes sense for a completely new dual-cab ute from LDV, which is a potential building block for a bigger range and more customers in Australia's booming ute market. It's positioned above the existing T60 dual-cab in the LDV lineup in terms of both size and price, bringing a larger, more sophisticated option to the Chinese brand's local showrooms, with value-for-money pricing starting at $50,990 drive-away for ABN=holding buyers of the entry-level Origin variant tested here. Being bigger than the T60 means the Terron 9 is also larger than the top-selling Ranger/HiLux cohort – but not as big as the Ford F-150, Toyota Tundra, Ram 1500 or Chevrolet Silverado 1500. The Terron 9s' closest-sized competitor is the GWM Cannon Alpha, which starts at $52,990 drive-away. For just over $50k on the road, the Terron 9 comes with the obligatory 3500kg towing capacity as well as a spacious five-seat cabin, full-time four-wheel drive and one of the most powerful turbo-diesel engines in its class. LDV claims the Terron 9 doesn't drive like a truck, despite offering benchmark towing capability and boasting an 1100kg payload – so let's see if the claim is true and if its feet are indeed "firmly planted on the ground". The Terron 9 is available in two model grades: the entry-level Origin we're testing here, and the mechanically identical Evolve flagship. Introductory pricing for ABN holders takes $1000 off the prices listed below, meaning that for business buyers the Origin will initially cost $49,990 drive-away (nationally) and the Evolve will cost $54,990 drive-away. The GWM Cannon Alpha is its closest rival in terms of size and price, with equivalent diesel 4×4 versions starting at $52,990 drive-away. The MG U9, due in Australia later this year, is essentially the same vehicle as the Terron 9 (LDV and MG are both part of Chinese auto giant SAIC), but MG Motor Australia is yet to announce pricing and equipment for its first ute. For further context, the 2025 LDV T60 Max Plus lineup is currently being offered from $45,490 drive-away for ABN holders. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool Above all, one word encapsulates the five-seat Terron 9 cabin: spacious. Sturdy side steps lead you into the driver's seat – with A-pillar mounted grab handles aiding access if needed – where you'll find more than ample hip, shoulder and headroom thanks to a long 3300m wheelbase. The cabin makes the most of the larger dimensions compared to the dominant Ranger and HiLux dual-cabs, and it plays to that strength with light colours for the headliner and seats, as opposed to the more dirt-resistant yet dungeon-like dark colours in most dual-cabs. This includes the power-adjustable driver's seat and the manual-only front passenger seat, both of which are covered in grey patterned cloth trim which would not look out of place in a passenger SUV. The seat material is good overall but looks somewhat generic – especially when looking at the plain front seatbacks from the second row – appearing neither high-end nor hard-wearing. It's much nicer than hard plastic on the seatbacks, admittedly. We have few other criticisms about the well thought-out interior. The higher 'mezzanine' style rear bench seat peers down on the front seats, reducing the ample headroom marginally, but still offering loads of shoulder, hip and legroom, even behind taller drivers. Adding further rear-seat comfort, the 60:40-split and folding rear seatbacks are nicely reclined, and while there's no centre armrest to speak of, there are air vents in the rear of the centre console along with USB and USB-C charging ports, seatback map pockets and generous rear door bins. There are also four ISOFIX child seat mounting points, while the curtain airbags stretch to the second row, too. Further back, the tub measures a generous 1600mm long, 1500mm wide (1230mm between the wheel-arches) and 535mm deep, and comes with a standard spray-in bed liner and four tie-down points. It's a well-finished tub with a one-touch tray-edge button to activate a soft opening, preventing it from suddenly dropping, and we could literally close it with one finger. Up front, the driver's seat offers good comfort and support – it's not too hard, and not too soft – and the dash and console features a smart layout with loads of stowage space and charming design elements. These include silver metal-like details on the huge centre console, and a silhouette of the ute appearing proudly in the centre of the dash, adding a sense of character. The centre console lacks wireless charging (for the time being) in two obvious spaces for smartphones, but the Terron 9 does have wireless CarPlay and Android Auto connectivity. It's a bit odd, too, that the protruding shelf for phones is fixed and doesn't fold to access the space below it, where the 12V outlet and USB ports face the front of the car and will be challenging for some people to locate. Smart silver metal details surround the centre console-mounted drive mode controller and air vents, bookending the 12.3-inch digital instrument cluster which has a crisp display. There are also broad silver bows on the door trims, and integrated silver push-buttons to open the door in place of traditional door pulls – another feature traditionally found in higher-end vehicles, not a $50k ute. There are more physical buttons on the dash, too, with a smart row of silver textured switches for key features (demister, hazard lights, etc), enabling instant access to them instead of them being buried in the 12.3-inch central infotainment touchscreen. The multimedia screen's graphics are smart and feature simple, clean icons for the built-in sat-nav, tyre pressure monitor and displays for individual drive modes, plus a dedicated off-road screen, too. The screen also provides clean, clear images from the 360-degree parking camera, and the column-mounted gear selector and indicator stalks feel sturdy enough for a bona-fide ute. The two-spoke steering wheel, with its thick rim and leather trim, gives off a quality feel and has silver main buttons within piano black surrounds – underlining the positive impressions before you take the Terron 9 for a drive. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 lineup is powered by a 2.5-litre four-cylinder turbo-diesel engine matched as standard to an eight-speed torque-converter automatic transmission and full-time four-wheel drive system, including a locking rear differential. In terms of power and torque, it out-punches almost every four-cylinder rival – including equivalent Rangers and HiLuxes. The top-shelf HiLux GR Sport ($74,310 plus on-roads) is the only four-cylinder dual-cab to offer more, at 165kW/550Nm. Official combined fuel consumption is 7.9L/100km, matching the smaller LDV T60 but with a larger 80-litre fuel tank. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 cabin promises a polished drive, and our first taste-test both on a test track and a brief road jaunt reveals a composed driving experience to match the upmarket cabin's livability. After you hit the engine start button to fire up the Terron 9, selecting Drive from the six-speed auto requires a pull of the column-shifter – which we duly knocked into Neutral in the first few metres of driving. We didn't do it again, however, before pushing the Terron 9 around the former GM Holden proving ground at Lang Lang in Victoria. The beefy 163kW/520Nm 2.5-litre turbo-diesel outpunches a Bi-Turbo Ranger's stats (154kW/500Nm) and feels appropriately grunty, working well with the eight-speed auto to deliver a relatively smooth powertrain – especially in this class of ute. The strong torque output, which peaks from a low 1500rpm, gives it effortless pace, and we found ourselves driving much faster than expected – and faster than some other dual-cabs we've driven at Lang Lang – while finding a natural rhythm around the demanding ride and handling circuit. We didn't bother with the paddle shifters around the circuit, but they will come in handy for towing, because the Terron 9 holds the eight-speed auto's gear ratios and won't change up on you, even at the 4500rpm redline. While it has a benchmark 3500kg braked tow rating – with a towbar included as standard equipment – and a substantial 1100kg payload, which give it all the tools to compete in the Australia's cut-throat ute knife-fight, the Terron 9 stands out as a dual-cab with excellent on-road composure and refinement. Part of this comes from the single body-side panel, which is at odds with others – including the Ranger, HiLux and even LDV's own T60 – that have a tub separate to the body. That body sits over a traditional ladder-frame chassis, which of course remains the preference for off-roaders, as does the Terron 9's load-bearing leaf-sprung rear suspension. The integrated tub increases stiffness and translates to better road manners, backed by sharp electric steering and great handling and roadholding, making the Terron 9 truly SUV-like to drive. It's tough to admit the PR messaging may be accurate, but it's difficult to argue with the well contained body roll, and minimal dive and squat under heavy braking and acceleration. There are three driving modes – Normal, Eco and Sport – and separate Standard, Sport and Comfort steering settings, but during our brief test we couldn't feel significant differences between them. More on that when we score a more extensive drive. Adding 180kg of weight to the tray made no discernible impact from the driver's seat, too. The standard 18-inch alloy wheels are fitted with 265mm-wide Wanl Rangetour Plus highway tyres, and they work well with the accurate steering which has limited feel but is well weighted. The Terron 9 has a comfortable yet pattery ride on pockmarked roads, taking the edge off bigger lumps and bumps on the surface below. Yet the ride is compliant and the tyres remain well glued to the road, soaking up every bump and surface irregularity competently. Changes of direction are accompanied by well managed body roll as the Terron 9 gets on its way with minimal fuss – even if it can take a little while to settle over mid-corner bumps in longer bends. It's clear this is no rickety agricultural ute with added passenger car features, but a mature, properly executed dual-cab designed for daily driving. That's no surprise given LDV commercial brand's Terron 9 is twinned with the MG U9 – which arrives later this year – and there are several dynamically capable MGs in Australian showrooms. The cabin is well insulated from the outside – although there was noticeable wind noise – and given the good driving position and composure, this makes the LDV comfortable and easy to both drive and passenger in. Front and rear vision is excellent and the clear digital instruments work well, while the ADAS (Advanced Driver Assistance Systems) weren't overly intrusive on our road loop, where the adaptive cruise control was effective and easy to operate. At slower speeds, the standard 360-degree camera and just 2.75 steering turns lock-to-lock combines with light low-speed steering to make parking easy. It might have civilised road manners, but the Terron 9 has full-time four-wheel drive and a locking rear-diff for hardcore off-road work, where the ADAS suite includes hill-descent control and hill-start assist. We didn't get the chance to take the Terron 9 properly off-road, but while it can't match the Ford's 800mm water wading depth, its approach and departure angles of 29 and 25 degrees respectively give it competitive geometries – on paper at least – with both the Ranger and Cannon Alpha. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron is offered in two model grades, the Origin and Evolve, with additional equipment for the Evolve limited to larger alloy wheels and cabin upgrades. Both have the same 2.5-litre turbo-diesel under the bonnet, paired with an eight speed automatic and a full-time four-wheel drive system with low-range ratios. 2025 LDV Terron 9 Origin equipment highlights: The Evolve adds: The Terron 9 does not yet have an ANCAP (Australasian New Car Assessment Program) safety rating, which will take it off the consideration list for some fleet buyers, but the vehicle will be rated later this year. The LDV T60 was the first dual-cab ute in Australia to achieve a five-star safety rating back in Terron 9's safety equipment comprises seven airbags including for the driver and front passenger, plus a front centre airbag, front side airbags, and curtain airbags covering the front and second rows. Other ADAS functions include the mandatory autonomous emergency braking (AEB), plus adaptive radar cruse, lane-keep assist, rear AEB with cross-traffic alert, and door opening warning. Standard safety equipment across the range includes: To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 has a seven-year, 200,000km warranty (whichever occurs first) and comes with five years of 24/7 roadside assistance. There is currently no capped-price service program for the Terron 9, but we expect this to change. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron 9 is a great value, well-executed dual-cab 4×4 ute that offers more payload, tow caopacity and cabin space per dollar than most rivals. Despite its affordability, it doesn't feel cheap, thanks to well thought-out design details such as gas bonnet struts – something you won't see in any current Ranger. There are minor compromises – such as the lack of a second-row armrest, wireless phone charging and, for the time being, an ANCAP rating to independently verify its safety credentials, although its extensive list of ADAS features and seven airbags should give it top marks. We also haven't taken the LDV properly off the beaten track to see whether it can back up its on-road civility with bush-bashing brutishness. But it has almost all of the equipment to give it solid off-road capability, so the Terron 9 should be on the shopping list for Australians looking for an affordable, well-equipped and comfortable dual-cab 4×4 ute. Interested in buying a LDV Terron 9? Let CarExpert find you the best deal hereMORE: Explore the LDV Terrain 9 showroom Content originally sourced from: The first ever LDV Terron 9 dual-cab 4×4 ute is bigger than a Ford Ranger, cheaper than a Toyota HiLux and will spawn a near-identical twin in the upcoming MG U9 – so should you wait for the MG or go for the Terron 9, which is now in showrooms? Search for the meaning of 'Terron' and you'll find it's "a block of sun-dried sod used as a construction brick" according to Texas folklore, or a 'clod' or 'lump' in Spanish. It's also a boy's name for "the earthy kid with their feet firmly planted on the ground". This makes sense for a completely new dual-cab ute from LDV, which is a potential building block for a bigger range and more customers in Australia's booming ute market. It's positioned above the existing T60 dual-cab in the LDV lineup in terms of both size and price, bringing a larger, more sophisticated option to the Chinese brand's local showrooms, with value-for-money pricing starting at $50,990 drive-away for ABN=holding buyers of the entry-level Origin variant tested here. Being bigger than the T60 means the Terron 9 is also larger than the top-selling Ranger/HiLux cohort – but not as big as the Ford F-150, Toyota Tundra, Ram 1500 or Chevrolet Silverado 1500. The Terron 9s' closest-sized competitor is the GWM Cannon Alpha, which starts at $52,990 drive-away. For just over $50k on the road, the Terron 9 comes with the obligatory 3500kg towing capacity as well as a spacious five-seat cabin, full-time four-wheel drive and one of the most powerful turbo-diesel engines in its class. LDV claims the Terron 9 doesn't drive like a truck, despite offering benchmark towing capability and boasting an 1100kg payload – so let's see if the claim is true and if its feet are indeed "firmly planted on the ground". The Terron 9 is available in two model grades: the entry-level Origin we're testing here, and the mechanically identical Evolve flagship. Introductory pricing for ABN holders takes $1000 off the prices listed below, meaning that for business buyers the Origin will initially cost $49,990 drive-away (nationally) and the Evolve will cost $54,990 drive-away. The GWM Cannon Alpha is its closest rival in terms of size and price, with equivalent diesel 4×4 versions starting at $52,990 drive-away. The MG U9, due in Australia later this year, is essentially the same vehicle as the Terron 9 (LDV and MG are both part of Chinese auto giant SAIC), but MG Motor Australia is yet to announce pricing and equipment for its first ute. For further context, the 2025 LDV T60 Max Plus lineup is currently being offered from $45,490 drive-away for ABN holders. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool Above all, one word encapsulates the five-seat Terron 9 cabin: spacious. Sturdy side steps lead you into the driver's seat – with A-pillar mounted grab handles aiding access if needed – where you'll find more than ample hip, shoulder and headroom thanks to a long 3300m wheelbase. The cabin makes the most of the larger dimensions compared to the dominant Ranger and HiLux dual-cabs, and it plays to that strength with light colours for the headliner and seats, as opposed to the more dirt-resistant yet dungeon-like dark colours in most dual-cabs. This includes the power-adjustable driver's seat and the manual-only front passenger seat, both of which are covered in grey patterned cloth trim which would not look out of place in a passenger SUV. The seat material is good overall but looks somewhat generic – especially when looking at the plain front seatbacks from the second row – appearing neither high-end nor hard-wearing. It's much nicer than hard plastic on the seatbacks, admittedly. We have few other criticisms about the well thought-out interior. The higher 'mezzanine' style rear bench seat peers down on the front seats, reducing the ample headroom marginally, but still offering loads of shoulder, hip and legroom, even behind taller drivers. Adding further rear-seat comfort, the 60:40-split and folding rear seatbacks are nicely reclined, and while there's no centre armrest to speak of, there are air vents in the rear of the centre console along with USB and USB-C charging ports, seatback map pockets and generous rear door bins. There are also four ISOFIX child seat mounting points, while the curtain airbags stretch to the second row, too. Further back, the tub measures a generous 1600mm long, 1500mm wide (1230mm between the wheel-arches) and 535mm deep, and comes with a standard spray-in bed liner and four tie-down points. It's a well-finished tub with a one-touch tray-edge button to activate a soft opening, preventing it from suddenly dropping, and we could literally close it with one finger. Up front, the driver's seat offers good comfort and support – it's not too hard, and not too soft – and the dash and console features a smart layout with loads of stowage space and charming design elements. These include silver metal-like details on the huge centre console, and a silhouette of the ute appearing proudly in the centre of the dash, adding a sense of character. The centre console lacks wireless charging (for the time being) in two obvious spaces for smartphones, but the Terron 9 does have wireless CarPlay and Android Auto connectivity. It's a bit odd, too, that the protruding shelf for phones is fixed and doesn't fold to access the space below it, where the 12V outlet and USB ports face the front of the car and will be challenging for some people to locate. Smart silver metal details surround the centre console-mounted drive mode controller and air vents, bookending the 12.3-inch digital instrument cluster which has a crisp display. There are also broad silver bows on the door trims, and integrated silver push-buttons to open the door in place of traditional door pulls – another feature traditionally found in higher-end vehicles, not a $50k ute. There are more physical buttons on the dash, too, with a smart row of silver textured switches for key features (demister, hazard lights, etc), enabling instant access to them instead of them being buried in the 12.3-inch central infotainment touchscreen. The multimedia screen's graphics are smart and feature simple, clean icons for the built-in sat-nav, tyre pressure monitor and displays for individual drive modes, plus a dedicated off-road screen, too. The screen also provides clean, clear images from the 360-degree parking camera, and the column-mounted gear selector and indicator stalks feel sturdy enough for a bona-fide ute. The two-spoke steering wheel, with its thick rim and leather trim, gives off a quality feel and has silver main buttons within piano black surrounds – underlining the positive impressions before you take the Terron 9 for a drive. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 lineup is powered by a 2.5-litre four-cylinder turbo-diesel engine matched as standard to an eight-speed torque-converter automatic transmission and full-time four-wheel drive system, including a locking rear differential. In terms of power and torque, it out-punches almost every four-cylinder rival – including equivalent Rangers and HiLuxes. The top-shelf HiLux GR Sport ($74,310 plus on-roads) is the only four-cylinder dual-cab to offer more, at 165kW/550Nm. Official combined fuel consumption is 7.9L/100km, matching the smaller LDV T60 but with a larger 80-litre fuel tank. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 cabin promises a polished drive, and our first taste-test both on a test track and a brief road jaunt reveals a composed driving experience to match the upmarket cabin's livability. After you hit the engine start button to fire up the Terron 9, selecting Drive from the six-speed auto requires a pull of the column-shifter – which we duly knocked into Neutral in the first few metres of driving. We didn't do it again, however, before pushing the Terron 9 around the former GM Holden proving ground at Lang Lang in Victoria. The beefy 163kW/520Nm 2.5-litre turbo-diesel outpunches a Bi-Turbo Ranger's stats (154kW/500Nm) and feels appropriately grunty, working well with the eight-speed auto to deliver a relatively smooth powertrain – especially in this class of ute. The strong torque output, which peaks from a low 1500rpm, gives it effortless pace, and we found ourselves driving much faster than expected – and faster than some other dual-cabs we've driven at Lang Lang – while finding a natural rhythm around the demanding ride and handling circuit. We didn't bother with the paddle shifters around the circuit, but they will come in handy for towing, because the Terron 9 holds the eight-speed auto's gear ratios and won't change up on you, even at the 4500rpm redline. While it has a benchmark 3500kg braked tow rating – with a towbar included as standard equipment – and a substantial 1100kg payload, which give it all the tools to compete in the Australia's cut-throat ute knife-fight, the Terron 9 stands out as a dual-cab with excellent on-road composure and refinement. Part of this comes from the single body-side panel, which is at odds with others – including the Ranger, HiLux and even LDV's own T60 – that have a tub separate to the body. That body sits over a traditional ladder-frame chassis, which of course remains the preference for off-roaders, as does the Terron 9's load-bearing leaf-sprung rear suspension. The integrated tub increases stiffness and translates to better road manners, backed by sharp electric steering and great handling and roadholding, making the Terron 9 truly SUV-like to drive. It's tough to admit the PR messaging may be accurate, but it's difficult to argue with the well contained body roll, and minimal dive and squat under heavy braking and acceleration. There are three driving modes – Normal, Eco and Sport – and separate Standard, Sport and Comfort steering settings, but during our brief test we couldn't feel significant differences between them. More on that when we score a more extensive drive. Adding 180kg of weight to the tray made no discernible impact from the driver's seat, too. The standard 18-inch alloy wheels are fitted with 265mm-wide Wanl Rangetour Plus highway tyres, and they work well with the accurate steering which has limited feel but is well weighted. The Terron 9 has a comfortable yet pattery ride on pockmarked roads, taking the edge off bigger lumps and bumps on the surface below. Yet the ride is compliant and the tyres remain well glued to the road, soaking up every bump and surface irregularity competently. Changes of direction are accompanied by well managed body roll as the Terron 9 gets on its way with minimal fuss – even if it can take a little while to settle over mid-corner bumps in longer bends. It's clear this is no rickety agricultural ute with added passenger car features, but a mature, properly executed dual-cab designed for daily driving. That's no surprise given LDV commercial brand's Terron 9 is twinned with the MG U9 – which arrives later this year – and there are several dynamically capable MGs in Australian showrooms. The cabin is well insulated from the outside – although there was noticeable wind noise – and given the good driving position and composure, this makes the LDV comfortable and easy to both drive and passenger in. Front and rear vision is excellent and the clear digital instruments work well, while the ADAS (Advanced Driver Assistance Systems) weren't overly intrusive on our road loop, where the adaptive cruise control was effective and easy to operate. At slower speeds, the standard 360-degree camera and just 2.75 steering turns lock-to-lock combines with light low-speed steering to make parking easy. It might have civilised road manners, but the Terron 9 has full-time four-wheel drive and a locking rear-diff for hardcore off-road work, where the ADAS suite includes hill-descent control and hill-start assist. We didn't get the chance to take the Terron 9 properly off-road, but while it can't match the Ford's 800mm water wading depth, its approach and departure angles of 29 and 25 degrees respectively give it competitive geometries – on paper at least – with both the Ranger and Cannon Alpha. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron is offered in two model grades, the Origin and Evolve, with additional equipment for the Evolve limited to larger alloy wheels and cabin upgrades. Both have the same 2.5-litre turbo-diesel under the bonnet, paired with an eight speed automatic and a full-time four-wheel drive system with low-range ratios. 2025 LDV Terron 9 Origin equipment highlights: The Evolve adds: The Terron 9 does not yet have an ANCAP (Australasian New Car Assessment Program) safety rating, which will take it off the consideration list for some fleet buyers, but the vehicle will be rated later this year. The LDV T60 was the first dual-cab ute in Australia to achieve a five-star safety rating back in Terron 9's safety equipment comprises seven airbags including for the driver and front passenger, plus a front centre airbag, front side airbags, and curtain airbags covering the front and second rows. Other ADAS functions include the mandatory autonomous emergency braking (AEB), plus adaptive radar cruse, lane-keep assist, rear AEB with cross-traffic alert, and door opening warning. Standard safety equipment across the range includes: To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 has a seven-year, 200,000km warranty (whichever occurs first) and comes with five years of 24/7 roadside assistance. There is currently no capped-price service program for the Terron 9, but we expect this to change. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron 9 is a great value, well-executed dual-cab 4×4 ute that offers more payload, tow caopacity and cabin space per dollar than most rivals. Despite its affordability, it doesn't feel cheap, thanks to well thought-out design details such as gas bonnet struts – something you won't see in any current Ranger. There are minor compromises – such as the lack of a second-row armrest, wireless phone charging and, for the time being, an ANCAP rating to independently verify its safety credentials, although its extensive list of ADAS features and seven airbags should give it top marks. We also haven't taken the LDV properly off the beaten track to see whether it can back up its on-road civility with bush-bashing brutishness. But it has almost all of the equipment to give it solid off-road capability, so the Terron 9 should be on the shopping list for Australians looking for an affordable, well-equipped and comfortable dual-cab 4×4 ute. Interested in buying a LDV Terron 9? Let CarExpert find you the best deal hereMORE: Explore the LDV Terrain 9 showroom Content originally sourced from: The first ever LDV Terron 9 dual-cab 4×4 ute is bigger than a Ford Ranger, cheaper than a Toyota HiLux and will spawn a near-identical twin in the upcoming MG U9 – so should you wait for the MG or go for the Terron 9, which is now in showrooms? Search for the meaning of 'Terron' and you'll find it's "a block of sun-dried sod used as a construction brick" according to Texas folklore, or a 'clod' or 'lump' in Spanish. It's also a boy's name for "the earthy kid with their feet firmly planted on the ground". This makes sense for a completely new dual-cab ute from LDV, which is a potential building block for a bigger range and more customers in Australia's booming ute market. It's positioned above the existing T60 dual-cab in the LDV lineup in terms of both size and price, bringing a larger, more sophisticated option to the Chinese brand's local showrooms, with value-for-money pricing starting at $50,990 drive-away for ABN=holding buyers of the entry-level Origin variant tested here. Being bigger than the T60 means the Terron 9 is also larger than the top-selling Ranger/HiLux cohort – but not as big as the Ford F-150, Toyota Tundra, Ram 1500 or Chevrolet Silverado 1500. The Terron 9s' closest-sized competitor is the GWM Cannon Alpha, which starts at $52,990 drive-away. For just over $50k on the road, the Terron 9 comes with the obligatory 3500kg towing capacity as well as a spacious five-seat cabin, full-time four-wheel drive and one of the most powerful turbo-diesel engines in its class. LDV claims the Terron 9 doesn't drive like a truck, despite offering benchmark towing capability and boasting an 1100kg payload – so let's see if the claim is true and if its feet are indeed "firmly planted on the ground". The Terron 9 is available in two model grades: the entry-level Origin we're testing here, and the mechanically identical Evolve flagship. Introductory pricing for ABN holders takes $1000 off the prices listed below, meaning that for business buyers the Origin will initially cost $49,990 drive-away (nationally) and the Evolve will cost $54,990 drive-away. The GWM Cannon Alpha is its closest rival in terms of size and price, with equivalent diesel 4×4 versions starting at $52,990 drive-away. The MG U9, due in Australia later this year, is essentially the same vehicle as the Terron 9 (LDV and MG are both part of Chinese auto giant SAIC), but MG Motor Australia is yet to announce pricing and equipment for its first ute. For further context, the 2025 LDV T60 Max Plus lineup is currently being offered from $45,490 drive-away for ABN holders. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool Above all, one word encapsulates the five-seat Terron 9 cabin: spacious. Sturdy side steps lead you into the driver's seat – with A-pillar mounted grab handles aiding access if needed – where you'll find more than ample hip, shoulder and headroom thanks to a long 3300m wheelbase. The cabin makes the most of the larger dimensions compared to the dominant Ranger and HiLux dual-cabs, and it plays to that strength with light colours for the headliner and seats, as opposed to the more dirt-resistant yet dungeon-like dark colours in most dual-cabs. This includes the power-adjustable driver's seat and the manual-only front passenger seat, both of which are covered in grey patterned cloth trim which would not look out of place in a passenger SUV. The seat material is good overall but looks somewhat generic – especially when looking at the plain front seatbacks from the second row – appearing neither high-end nor hard-wearing. It's much nicer than hard plastic on the seatbacks, admittedly. We have few other criticisms about the well thought-out interior. The higher 'mezzanine' style rear bench seat peers down on the front seats, reducing the ample headroom marginally, but still offering loads of shoulder, hip and legroom, even behind taller drivers. Adding further rear-seat comfort, the 60:40-split and folding rear seatbacks are nicely reclined, and while there's no centre armrest to speak of, there are air vents in the rear of the centre console along with USB and USB-C charging ports, seatback map pockets and generous rear door bins. There are also four ISOFIX child seat mounting points, while the curtain airbags stretch to the second row, too. Further back, the tub measures a generous 1600mm long, 1500mm wide (1230mm between the wheel-arches) and 535mm deep, and comes with a standard spray-in bed liner and four tie-down points. It's a well-finished tub with a one-touch tray-edge button to activate a soft opening, preventing it from suddenly dropping, and we could literally close it with one finger. Up front, the driver's seat offers good comfort and support – it's not too hard, and not too soft – and the dash and console features a smart layout with loads of stowage space and charming design elements. These include silver metal-like details on the huge centre console, and a silhouette of the ute appearing proudly in the centre of the dash, adding a sense of character. The centre console lacks wireless charging (for the time being) in two obvious spaces for smartphones, but the Terron 9 does have wireless CarPlay and Android Auto connectivity. It's a bit odd, too, that the protruding shelf for phones is fixed and doesn't fold to access the space below it, where the 12V outlet and USB ports face the front of the car and will be challenging for some people to locate. Smart silver metal details surround the centre console-mounted drive mode controller and air vents, bookending the 12.3-inch digital instrument cluster which has a crisp display. There are also broad silver bows on the door trims, and integrated silver push-buttons to open the door in place of traditional door pulls – another feature traditionally found in higher-end vehicles, not a $50k ute. There are more physical buttons on the dash, too, with a smart row of silver textured switches for key features (demister, hazard lights, etc), enabling instant access to them instead of them being buried in the 12.3-inch central infotainment touchscreen. The multimedia screen's graphics are smart and feature simple, clean icons for the built-in sat-nav, tyre pressure monitor and displays for individual drive modes, plus a dedicated off-road screen, too. The screen also provides clean, clear images from the 360-degree parking camera, and the column-mounted gear selector and indicator stalks feel sturdy enough for a bona-fide ute. The two-spoke steering wheel, with its thick rim and leather trim, gives off a quality feel and has silver main buttons within piano black surrounds – underlining the positive impressions before you take the Terron 9 for a drive. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 lineup is powered by a 2.5-litre four-cylinder turbo-diesel engine matched as standard to an eight-speed torque-converter automatic transmission and full-time four-wheel drive system, including a locking rear differential. In terms of power and torque, it out-punches almost every four-cylinder rival – including equivalent Rangers and HiLuxes. The top-shelf HiLux GR Sport ($74,310 plus on-roads) is the only four-cylinder dual-cab to offer more, at 165kW/550Nm. Official combined fuel consumption is 7.9L/100km, matching the smaller LDV T60 but with a larger 80-litre fuel tank. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 cabin promises a polished drive, and our first taste-test both on a test track and a brief road jaunt reveals a composed driving experience to match the upmarket cabin's livability. After you hit the engine start button to fire up the Terron 9, selecting Drive from the six-speed auto requires a pull of the column-shifter – which we duly knocked into Neutral in the first few metres of driving. We didn't do it again, however, before pushing the Terron 9 around the former GM Holden proving ground at Lang Lang in Victoria. The beefy 163kW/520Nm 2.5-litre turbo-diesel outpunches a Bi-Turbo Ranger's stats (154kW/500Nm) and feels appropriately grunty, working well with the eight-speed auto to deliver a relatively smooth powertrain – especially in this class of ute. The strong torque output, which peaks from a low 1500rpm, gives it effortless pace, and we found ourselves driving much faster than expected – and faster than some other dual-cabs we've driven at Lang Lang – while finding a natural rhythm around the demanding ride and handling circuit. We didn't bother with the paddle shifters around the circuit, but they will come in handy for towing, because the Terron 9 holds the eight-speed auto's gear ratios and won't change up on you, even at the 4500rpm redline. While it has a benchmark 3500kg braked tow rating – with a towbar included as standard equipment – and a substantial 1100kg payload, which give it all the tools to compete in the Australia's cut-throat ute knife-fight, the Terron 9 stands out as a dual-cab with excellent on-road composure and refinement. Part of this comes from the single body-side panel, which is at odds with others – including the Ranger, HiLux and even LDV's own T60 – that have a tub separate to the body. That body sits over a traditional ladder-frame chassis, which of course remains the preference for off-roaders, as does the Terron 9's load-bearing leaf-sprung rear suspension. The integrated tub increases stiffness and translates to better road manners, backed by sharp electric steering and great handling and roadholding, making the Terron 9 truly SUV-like to drive. It's tough to admit the PR messaging may be accurate, but it's difficult to argue with the well contained body roll, and minimal dive and squat under heavy braking and acceleration. There are three driving modes – Normal, Eco and Sport – and separate Standard, Sport and Comfort steering settings, but during our brief test we couldn't feel significant differences between them. More on that when we score a more extensive drive. Adding 180kg of weight to the tray made no discernible impact from the driver's seat, too. The standard 18-inch alloy wheels are fitted with 265mm-wide Wanl Rangetour Plus highway tyres, and they work well with the accurate steering which has limited feel but is well weighted. The Terron 9 has a comfortable yet pattery ride on pockmarked roads, taking the edge off bigger lumps and bumps on the surface below. Yet the ride is compliant and the tyres remain well glued to the road, soaking up every bump and surface irregularity competently. Changes of direction are accompanied by well managed body roll as the Terron 9 gets on its way with minimal fuss – even if it can take a little while to settle over mid-corner bumps in longer bends. It's clear this is no rickety agricultural ute with added passenger car features, but a mature, properly executed dual-cab designed for daily driving. That's no surprise given LDV commercial brand's Terron 9 is twinned with the MG U9 – which arrives later this year – and there are several dynamically capable MGs in Australian showrooms. The cabin is well insulated from the outside – although there was noticeable wind noise – and given the good driving position and composure, this makes the LDV comfortable and easy to both drive and passenger in. Front and rear vision is excellent and the clear digital instruments work well, while the ADAS (Advanced Driver Assistance Systems) weren't overly intrusive on our road loop, where the adaptive cruise control was effective and easy to operate. At slower speeds, the standard 360-degree camera and just 2.75 steering turns lock-to-lock combines with light low-speed steering to make parking easy. It might have civilised road manners, but the Terron 9 has full-time four-wheel drive and a locking rear-diff for hardcore off-road work, where the ADAS suite includes hill-descent control and hill-start assist. We didn't get the chance to take the Terron 9 properly off-road, but while it can't match the Ford's 800mm water wading depth, its approach and departure angles of 29 and 25 degrees respectively give it competitive geometries – on paper at least – with both the Ranger and Cannon Alpha. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron is offered in two model grades, the Origin and Evolve, with additional equipment for the Evolve limited to larger alloy wheels and cabin upgrades. Both have the same 2.5-litre turbo-diesel under the bonnet, paired with an eight speed automatic and a full-time four-wheel drive system with low-range ratios. 2025 LDV Terron 9 Origin equipment highlights: The Evolve adds: The Terron 9 does not yet have an ANCAP (Australasian New Car Assessment Program) safety rating, which will take it off the consideration list for some fleet buyers, but the vehicle will be rated later this year. The LDV T60 was the first dual-cab ute in Australia to achieve a five-star safety rating back in Terron 9's safety equipment comprises seven airbags including for the driver and front passenger, plus a front centre airbag, front side airbags, and curtain airbags covering the front and second rows. Other ADAS functions include the mandatory autonomous emergency braking (AEB), plus adaptive radar cruse, lane-keep assist, rear AEB with cross-traffic alert, and door opening warning. Standard safety equipment across the range includes: To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The Terron 9 has a seven-year, 200,000km warranty (whichever occurs first) and comes with five years of 24/7 roadside assistance. There is currently no capped-price service program for the Terron 9, but we expect this to change. To see how the LDV Terron 9 stacks up against its rivals, use our comparison tool The LDV Terron 9 is a great value, well-executed dual-cab 4×4 ute that offers more payload, tow caopacity and cabin space per dollar than most rivals. Despite its affordability, it doesn't feel cheap, thanks to well thought-out design details such as gas bonnet struts – something you won't see in any current Ranger. There are minor compromises – such as the lack of a second-row armrest, wireless phone charging and, for the time being, an ANCAP rating to independently verify its safety credentials, although its extensive list of ADAS features and seven airbags should give it top marks. We also haven't taken the LDV properly off the beaten track to see whether it can back up its on-road civility with bush-bashing brutishness. But it has almost all of the equipment to give it solid off-road capability, so the Terron 9 should be on the shopping list for Australians looking for an affordable, well-equipped and comfortable dual-cab 4×4 ute. Interested in buying a LDV Terron 9? Let CarExpert find you the best deal hereMORE: Explore the LDV Terrain 9 showroom Content originally sourced from:
Top Gear
6 days ago
- Automotive
- Top Gear
MG Motor UK IM5 Review 2025
Not an MG, that's what. Over in China IM is a brand in its own right but one that belongs to the same family as MG, that of megacorp parent SAIC; the group that also houses Maxus, Roewe, Rising Auto, and a number of other names you've never heard of. The common DNA has allowed for some cynical brand integration to facilitate IM's venture into overseas territories, hence why the electric exec saloon you see here is called the MG IM5 despite only having one MG badge on the entire car. Advertisement - Page continues below From September it'll be sold through MG's dealer network, and its job is to ensnare fleet and company car types in a way that the MG3, MG4, HS, ZS, S5 EV and Cyberster aren't geared up for. So has MG had any input into this *at all*? Yes, actually. MG took the IM L6 – which is what this is called in its home market – and conducted some Europe-specific tuning at Longbridge. The steering and suspension setup have been unsoftened (China prefers things light and wallowy), but note the UK gets the same fettling as IM5s destined for continental Europe, so no extra mitigation for our cratered roads. The infotainment system has also been replaced because the original, Alibaba-based one is guarded by many firewalls (presumably) and a three-headed dog (also presumably), so simply wouldn't work here. Anything special about it? Drumroll please… the fast one's got 742bhp and does 0-62mph in 3.5 seconds. Advertisement - Page continues below … and? Tough crowd. Is this thing on? Joking aside, the power fatigue for ludicrously motivated 'normal' cars is very real and having almost as much shove as a Bentley Continental GT for a fraction of the cost just doesn't spark the same intrigue as it would've done five years ago. The IM5's other major selling point is range: the Long Range, rear-wheel drive version is good for 441 miles WLTP, putting it in the top five rangiest electric cars on sale today. It's also kitted out with 800V architecture which means charging peaks at 396kW and will re-juice the 100kWh battery from 10-80 per cent full in 17 minutes. Nothing else at this price comes close. Why, how much does it cost? £39,450. Well, that's for the entry car which gets a smaller 75kWh battery. The Long Range with the, er, long range is £45k, while the Road-Runner fast Performance model is another three-and-a-half grand more. But whichever way you cut it, you're looking at dirt cheap fundamentals. For that money you'll also be window shopping for the Tesla Model 3, Polestar 2, BMW i4, VW ID.7 and Hyundai Ioniq 6. Stiff competition, then: the Tesla was a trailblazer in this arena, the BMW drives sweetly and the Ioniq is an efficiency monster. The BYD Seal set out its stall here a couple of years ago so it's had a head-start on the IM5. Come on then, is it any good to drive? Sigh… no it isn't. The whole experience is ruined by the suspension, which is one of the fussiest we've tried on a Chinese-bred car. And that's saying something. Whatever the speed, whatever the road surface, it complains. Constantly. And you'll be fed up with it after an hour. That feeds into the dynamics, which are incredibly dull and completely at odds with the localised nuclear explosion under your right foot. There's little wrong with the pedals – they're set up to be spongy and easygoing, and suit the car – but the only fun you'll get from it is by scaring unsuspecting passengers witless. We've saved the full old-person-yells-at-cloud rant for the Driving tab. Strap in. I'll head that way in a sec… is there anything you like about it? IM – sorry, MG – has done a good job with the soundproofing. Double-glazed windows and lovely thick carpet means precious little wind noise or tyre roar works its way into the cabin, so if your only goal is to reach a cruising speed and stay there while unwinding with a podcast, then the IM5 will probably do you right. There's copious amounts of leather inside and the seats are suitably well padded for the long haul. Just be wary of the touchscreen: there's virtually no physical switchgear so everything is controlled through the display on the centre console. Ugh. MG is at pains to point out that the car tested here is a late-stage pre-production model, so some software patches are incoming. That ride though… we're going to be having nightmares about it for weeks. Our choice from the range MG MOTOR UK 300kW Long Range 100kWh 5dr Auto See prices and specs What's the verdict? ' There aren't many electric saloons out there but most of them so far have been really good: the IM5… is quite some distance behind ' The MG IM5 is another of those cars that's going to pile the pressure on established names: enticing power, huge range and a menagerie of gizmos all for a seriously tempting price. With company car tax rates staying in single figures until the end of the decade, we can easily see this thing hoovering up besuited regional managers left, right, centre, and in hitherto undiscovered dimensions. However, this comes across as a car that MG has bought to the UK simply to plug a gap in its range, and do so as cheaply as possible. If the firm can't be bothered to slap on MG badges, where else might it have cut corners? As a package though, it's desperately unrefined. The ride quality is appalling, the handling is perfunctory, and it's genuinely astounding that a car manufacturer should divert so much of your attention away from the road and into the touchscreen. MG is far from the only offender here, but no amount of custom shortcuts can be an excuse for such a finickity system. There aren't many electric saloons out there but most of them so far have been really good: the IM5 joins not just at the back of the pack, but quite some distance behind. Oh dear.
Auto Express
7 days ago
- Automotive
- Auto Express
MG IM5 gets mega range, but there's a catch
Our first experience of the new MG IM5 has left us rather impressed. The numbers are class-leading, with range and charging figures to embarrass the likes of Tesla and Hyundai. It's a slight pity the IM5 can't quite replicate the magic of the MG4's driving dynamics, although the performance is pretty serious in the 100kWh versions. Refinement is a positive too. Advertisement - Article continues below MG's recent rise has been well documented and the Chinese-owned British firm has become a significant player in the electric-car market. In the past six years MG has been the second biggest-selling EV maker here in the UK for private retail customers, with only Tesla ahead – impressive stuff considering that MG is also selling petrol and hybrid cars. Even MG concedes that its rapid growth rate was always going to slow down, although it still has a target of five per cent market share to achieve; the brand is currently at four per cent so far in 2025. To help the firm expand, it's looked to its home market of China and in particular fellow SAIC-owned brand, IM Motors. Standing for 'Intelligence in Motion', IM Motors was only founded in 2020 and since then has launched the LS7 and LS6 in China. We saw them at the Geneva Motor Show in 2024 and those two cars have now morphed into the IM6 SUV and this, the new IM5 saloon. Skip advert Advertisement - Article continues below View Compass View Bayon View Range Rover Sitting above MG's regular model line-up – the MGS5 EV and MG4 – the more premium IM5 is pitched as a rival to the Hyundai Ioniq 6, BMW i4, Polestar 2 and Tesla Model 3. And the latter's styling drew plenty of comparisons when the IM5 was unveiled at the Goodwood Festival of Speed this summer. Advertisement - Article continues below Pricing for the IM5 backs up those premium aspirations with the Standard Range model costing £39,450, the Long Range (which we're testing here) coming in at £44,995 and the Performance range-topper priced at £48,495. The trim structure is fairly self explanatory. The IM5 Standard Range comes with a 75kWh battery and a 291bhp rear-mounted electric motor for a maximum range of 304 miles. The Long Range gets the larger 100kWh battery and a more powerful 402bhp motor on the rear axle with an outstanding range of 441 miles - five miles more than a Tesla Model 3 Long Range Rear-Wheel Drive. The Performance variant gets the same 100kWh battery and a dual-motor system that bumps power to a frankly insane 741bhp, while losing some range in the process, to a 357-mile maximum. Can't wait for the new MG IM5 to hit UK showrooms? Configure your perfect MG4 through our Find a Car service now. Alternatively, check out our top prices on used MG4 models... While the IM5's dimensions are actually closer to a BMW i5's than those aforementioned rivals', it's incredibly efficient. Having a huge 100kWh battery helps massively towards the IM5's overall range, but the car's drag coefficient is only 0.226Cd and it sits on an EV-dedicated platform. We weren't quite able to mirror the claimed 4.5 miles per kWh on the more sedate part of our driving route, but we did manage 4.1 miles per kWh - which translates to a still fantastic 410-mile range. Advertisement - Article continues below Skip advert Advertisement - Article continues below The platform that underpins the IM5 is the same as the MG IM6's, and the IM5 Standard Range with its 75kWh lithium iron phosphate battery has a 400V architecture; a maximum recharge rate of 152kW will see a 10 to 80 per cent top-up take 26 minutes. Despite the battery's bigger capacity, models with the 100kWh NMC (nickel, magnesium cobalt) pack get an 800V base, which allows the same recharge to take just 17 minutes with a maximum 396kW charging speed. Unlike the IM6, which gets adaptive air suspension in its range-topping Launch Edition trim, the IM5 saloon is fitted with passive springs and dampers whatever specification you choose - although we were told the suspension is tweaked in line with the changes in weight and power between the single-motor, rear-wheel-drive models and the dual-motor variant. Beyond this, the IM5 and IM6 were subject to further chassis development at Longbridge in the West Midlands to make them more suited to the driving styles of UK customers than the Chinese market. To get the full picture, we tried both the single-motor and dual-motor IM5. Starting with the single-motor IM5 Long Range, the first thing we noticed after testing the IM6 was the ride. It felt no worse than the IM6's air suspension, possibly a side effect of the IM5 weighing around 200kg less than the SUV and sitting on smaller 20-inch wheels (though the IM5 dual-motor gets 21-inch rims). The IM5 can sometimes thump into big potholes, although at high speeds the damping felt very well set up, erring just on the right side of comfortable without being too floaty. Low-speed comfort is decent too, with speed bumps smothered successfully. Even when we jumped into the dual-motor car with its larger wheels, we couldn't sense much of a change in the ride quality. Advertisement - Article continues below Skip advert Advertisement - Article continues below The IM5 is a quick car in any trim and most buyers will be perfectly happy with the performance in the single-motor version. The 75kWh-battery model's sub-seven-second 0-62mph time is nothing to be sniffed at, although our car's 402bhp motor enabled some properly quick progress, with enough power to sometimes break traction at the rear even with the electronic stability control turned on. There's a little bit of squatting as the single-motor version puts its power down, however it feels pretty natural in the IM5, with a steady build-up of torque rather than an immediate lump. If you're heavy with your right foot, the dual-motor model can be much more frantic, as you might expect, but overall, traction is far better than in the rear-wheel-drive model. While we were mesmerised by the MG4's surprisingly good driving dynamics when it was launched, the IM5's rivals include the Tesla Model 3 and entry-level BMW i4 eDrive35, so a certain level of engagement is expected. The IM5 drives better than the IM6 for starters thanks weighing less and having a lower centre of gravity, although it's not the electric sports car you might hope it would be - especially with up to 741bhp on tap. Advertisement - Article continues below Skip advert Advertisement - Article continues below You sit lower in the IM5 than in the IM6, but the driving position is very good. Visibility to the front is excellent, too, but the view to the rear is a joke, thanks to a tiny window and miniature rear-view mirror. For everyday use, the steering is perfectly acceptable, and the shape and size of the steering wheel are spot on. But what immediately makes you realise this is no sports car is the steering feel. We're told it has been specially calibrated by MG's UK development team, but that just makes us wonder how vague and light it must be in the Chinese cars. Push hard and you'll struggle to enjoy guiding the car through bends, which is a shame because there's precious little body roll, and the double-wishbone front suspension and multi-link rear combine to make the car extremely keen to change direction. MG has also taken measures to give the IM5 the refinement you'd expect of an executive saloon. Open the front doors and you'll spot sound-deadening material wedged into the front wing, for example. There's also double-layer soundproof glass and a double-glazed panoramic sunroof to cut wind and road noise at speed, which the IM5 does effectively. Like the polished suspension set-up, the seats are geared more towards comfort than sporty driving. Advertisement - Article continues below Skip advert Advertisement - Article continues below The selection of driving modes includes Comfort, Eco and Sport settings with an additional Custom mode to tweak things such as the steering weight and throttle response – but we'd recommend keeping the steering in Sport, because it's far too delicate in other modes. You can also adjust the brake regeneration, but the IM5 doesn't offer a one-pedal mode, although MG says it may consider adding it later on. The IM5's interior is pretty much the same as the IM6's. As in the SUV, there's a choice of a white or grey colour palette with a faux-leather upholstery for both. We were quite shocked to open the IM5's door for the first time and be greeted with bespoke crushed velvet floor mats, but we're told they're here to stay. With the same dashboard as the IM6, the IM5 comes with a 10.5-inch touchscreen on the centre console, which is tilted too far backwards - this isn't an issue in the SUV where you sit a little more upright. The infotainment system's screen (like the 26.3-inch dashtop-mounted screen) is impressive, with quick response and loading times. The design of the menus is also simple to understand and the customisable features for lighting and displays are decent too. But we're less impressed by the integration of climate controls into the screen, because they're not readily available. The interior space doesn't feel too dissimilar to the SUV's, with plenty of headroom all round. Kneeroom for rear-seat passengers is good too, although there's less room under the front seats for feet than in the IM6. Back-seat passengers don't get too much in the way of features - there's a USB-C port on the back of the centre console, a flip-down central armrest with cup-holders, and a pouch on the back of the front seats, but that's about it. MG has given the IM5 a 'frunk', but its capacity is only 18 litres, so it's good for charging cables and little else. The 457-litre boot has a fairly narrow opening but is pretty deep and comes with a flat floor. Model: MG IM5 Long Range Price: £44,995 On sale: Now Powertrain: 100kWh battery, 1x e-motor Power/torque: 402bhp/500Nm Transmission: Single-speed auto, rear-wheel drive 0-62mph: 4.9 seconds Top speed: 136mph Range: 441 miles Max charging: 396kW (10-80% in 17 mins) Dimensions (L/W/H): 4,931/1,960/1,474mm Share this on Twitter Share this on Facebook Email
Yahoo
18-07-2025
- Automotive
- Yahoo
MG launches new IM range at Goodwood Festival of Speed
During this year's Goodwood Festival of Speed, MG unveiled its brand-new IM range, the MG IM5 sedan and MG IM6 SUV - marking a bold move into the premium EV segment under its "Intelligence in Motion" banner. On the performance front, the MG IM5 Long Range features a 100-kWh battery, and targets a maximum range of up to 441 miles charging from 10 to 80% in approximately 17 minutes, with 0-100 km/h in just 3.2 seconds. The IM6 SUV comes with a 100kWh battery pack and is capable of up to 388 mile (WLTP) combined range. Prices in the UK start from around £39,450 for the MG IM5, (75kWh Standard), climbing to approximately £48,500 for the Performance variants. The MG IM6 begins around £47,995. With deliveries set for later this year. Frankie Youd spoke with David Allison, head of product and planning, MG UK, to discuss the new launches and his thoughts on the developing brand. Frankie Youd (FY): Could you tell me about the new badge design on the front of the vehicles? David Allison (DA): These cars are sold in China under a separate brand, IM – which is part of the SAIC group. In international markets – including the UK – it will be a premium sub-brand of MG. MG is very much an international brand, sold in over 113 markets around the world. We sell 80,000 cars a year, we have over a 4% market share. MG provides us with a solid base. These two models fit perfectly into our range as a technology showcase, but that is still positioned very much within the MG family and these cars will be sold in Britain through our MG dealer network. I think the strength and the power of the broader MG brand is so influential, and the fact that we spent the last four or five years building this brand up to the fact that it's now so recognised. You see them everywhere and that has helped us establish a position where we can confidently sell a car at between the £40k to £53k price-point area. This fits nicely between the core range of MG4 EV, MGS5 EV, and the halo Cyberster model. Could you provide an overview of the two models? They are built on a dedicated EV platform; looking at dimensions they're around 4.9 meters long. Wheelbase is 2.95 meters so they're relatively big cars, bigger than an MG HS to put it into context. We've got the 100-kilowatt hour battery, the biggest battery we do on any of our cars is 100 kilowatts. They sit on an 800-volt platform and can charge up to 396 kilowatts; you can't find one of those in this country at the moment, but we are future proofing. When someone eventually brings out a 400 or 500-kilowatt hour charger, these vehicles can really perform. We could charge from 10% to 80% in 17 minutes, but the more powerful charging infrastructure isn't there in numbers yet. We do single motor and dual motor variants, the MG IM5 long range can travel up to 441 miles on a single charge. The MG IM6 long range has a 388-mile range. We do a 75-kilowatt hour version in the MG IM5, to get to an entry price point below the expensive car supplement - that's why we've done it - but even that has a range of 307 miles, so it's still decent. We felt that the 100-kilowatt platform was the best one to use. The dual motors are branded the performance versions, the MG IM5 can do zero to 62 in 3.2 seconds, the MG IM6 can do it in 3.5 seconds. With the influence of the design, you probably find there's a little bit more emphasis in rear seat space than there is boot space. But the MG IM6 still has 665 litres, and there are 32 litres of frunk. The thing for me about these cars - it's about the refinement. They are incredibly quiet. You've obviously got the levels of performance, but the level of comfort you get in the cars, allied with the range is absolutely sensational. What do these two new models mean for the MG brand? We are positioning this as very much a technology showcase. I've always taken the view that technology filters down. The technology that we have in these cars will at some point find their way into the core range of cars. I can list ten features off the top of my head, which we can talk about with these cars, which we can't talk about on MG4 EV or MGS5 EV. They have an 800-volt platform, 396-kilowatt hour charging, 441 miles of range, four wheel steering, air suspension, active damping control system, 26.3 inch infotainment screen. The level of tech that's in these cars is unbelievable. When you think about it, it fits really well in terms of what we're doing. We have to keep evolving this brand. We can't keep selling the cars that we are doing and expect to keep growing. We've got to keep taking this brand in as many different directions that we think it's capable of doing. I absolutely believe we're going to achieve this. At this year's event there are several Chinese OEMs, so how do you aim to stand out – from others - in the market? It's a great question. I always come back to the heritage and I always come back to the fact that this brand has been in existence for 101 years. It's an affectionately held brand in over 113 markets worldwide. We have two of the oldest functioning owners' clubs and car clubs around the world. Looking at all of the brands that are coming in or scheduled to come in, will all of them survive? Maybe not. I think with this one, when you've got that heritage to fall back on and that genuine affection then - providing we're respectful of that - and we keep bringing out products that are worthy of it and fit, and positioned well in the marketplace, I think we can continue to be successful. This was a very logical step for me. It was only ever a logical decision to put an MG badge on this car, because, like I said earlier, why go through all the expense and the resource that you need to try and establish a separate brand? We can put this in over 150 UK showrooms across the UK and we've got some fantastic dealers. We've got some great dealer partners and some amazing salespeople in our network. They're absolutely all over this car. Can't wait to start selling them. One of my jobs is to make sure that we're not just introducing cars for the sake of introducing cars. Every single one of these that we sell, couldn't have been another of our models – they are highly differentiated for market segment and customer needs. We will absolutely add incremental volume as a result of having these new models in the market. That's how we keep moving forward. When we spoke last year, you said there would be cars on the stand next year that weren't on the stand, so what can we expect to see next year at Goodwood? Yes, I remember saying to you last year that in 12 months' time it's very possible that we could have cars on the stand that we didn't have then. I think that's true. We have Cyberster, and a MG HS, which we introduced last year. We have MGS5 EV, we have the MG ZS, which weren't available this time last year. We've got the two MG IM variants, we've got Cyber X, and we've got the Cyberster Black Edition. The way that this brand keeps changing and evolving, it is entirely possible that 80% of the cars, maybe even 100% of the cars, could be completely different if we come back in 12 months' time. It's a fantastically dynamic brand to be working with, it's really exciting. "MG launches new IM range at Goodwood Festival of Speed" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site.
