MG's first ute to get shorter warranty
The U9 was confirmed for the local MG lineup earlier this year and is due in local showrooms by the end of 2025, but while key details have emerged, pricing and equipment levels are yet to be officially announced.
One thing MG has confirmed is the warranty period for its new Ford Ranger, Toyota HiLux and Isuzu D-Max fighter.
Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert
MG is one of three auto brands that offer a conditional 10-year warranty in Australia, the others being Mitsubishi and Nissan. MG's 10-year/250,000km extended warranty (in addition to its seven-year/unlimited-km standard warranty) applies to private buyers of all models (including hybrid and electric vehicles), while a seven-year/160,000km applies to fleet and business customers.
In contrast, Nissan's 10-year/300,000km warranty and Mitsubishi a 10-year/200,000km warranty applies to all buyers but is conditional on servicing at each Japanese brands' authorised dealerships – if not the warranty is five years (or unlimited-km for Nissan and 100,000km for Mitsubishi.
Now, however, MG has announced the U9 dual-cab warranty will be limited to five years and 160,000km for commercial buyers, while private buyers will be offered a five-year/unlimited-km warranty, extendable to seven years and 200,000km if they service exclusively with MG dealers.
The MG U9 is twinned with the upcoming LDV Terron 9 dual-cab (both utes share the same underpinnings, powertrains and key equipment) because MG and LDV are both part of Chinese auto giant SAIC Supplied Credit: CarExpert
The Terron 9 arrives in Australian dealers this month with a seven-year/200,000km warranty and, unlike the U9, there's no requirement to service the vehicle at an LDV dealership to receive the full seven-year waranty.
Ford's Ranger – Australia's best-selling vehicle for the past two years as well as being the nation's most popular dual-cab ute – is backed by a five-year/unlimited-km warranty, the same as the brand's passenger vehicles. Its HiLux arch-rival also comes with the same five-year/unlimited-km warranty as Toyota passenger vehicles.
However, both fall short of the conditional 10-year warranties offered by competitors including the Nissan Navara and Mitsubishi Triton, and the seven-year warranties offered by LDV, the GWM Cannon, JAC T9 and upcoming Kia Tasman – and now private buyers of the U9 if they service with MG.
MG announced its 10-year extended warranty on August 1, 2024, and its requirement for in-house scheduled servicing comes into effect for vehicles sold from today (July 1, 2025). For both its standard and extended warranties, MG requires servicing to be completed within 30 days and 2000km of a vehicle's scheduled service intervals.
MORE: Everything MG
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Perth Now
2 hours ago
- Perth Now
Stunning Roma-replacing Ferrari Amalfi revealed
Ferrari has unveiled its latest interpretation of the grand tourer theme, with the sublimely sculpted 2026 Ferrari Amalfi taking over the baton from the Roma coupe that launched in 2020. Although it's a comprehensive evolution – rather than an all-new car – enough has changed to warrant the switch to the Amalfi moniker, which is inspired by the stunning 50km stretch of coastline in south-western Italy along the Sorrentine Peninsula. First Australian customer deliveries of the Ferrari Amalfi are due to take place in the second half of 2026, and buyers won't be left with too much (if any) change out of $500,000 by the time they option the car to their liking. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert The core building blocks of the Amalfi are as per the Roma, but Ferrari has focused on sharpening all elements of its dynamics. The powertrain, chassis control systems, steering and braking are all revised to yield a package that, according to the Italian brand, provides a significantly broader spread between relaxed touring capability and hard-edged performance. So much so that Ferrari's chief marketing and commercial officer, Enrico Galliera, says: 'Previously we referred to it as a GT, but now we call it 'sportscar driver'.' That's obviously marketing-speak, but there may be a grain of truth in his words. Supplied Credit: CarExpert More significant still is the fact that the main polarising elements of the Roma have been successfully addressed – namely that awkward perforated grille and the hit-and-miss haptic controls on the steering wheel, which are now replaced by physical buttons, plus the return of an aluminium start button. Visually, the Amalfi (which carries over no body panels from the Roma) shares a clear family resemblance with the 12Cilindri, sporting slit-like headlights that peer out from within a dark recessed band positioned below a visor-mimicking panel at the front. A similar theme is applied at the rear, where the tail-lights are hidden within what Ferrari refers to as 'graphical cuts'. An active rear spoiler with three positions – Low Drag, Medium Downforce and High Downforce – is neatly integrated into the rump, and in its most aggressive setting it's claimed to generate 110kg of downforce over the rear axle at 250km/h. Supplied Credit: CarExpert The wing remains in Low Drag or Medium Downforce mode on straights, with the High Downforce setting only being triggered under hard braking or when cornering at speed. Ferrari says it has worked extensively on the Amalfi's aero, and even the underfloor has been optimised for smoother airflow. There is also a hidden duct above each headlight that helps lower under-bonnet temperatures, as well as reduce pressure build-up. There's an aggressive diffuser at the rear, and its elaborate high-tech structure provides an interesting contrast to the clean surfaces above it. Supplied Credit: CarExpert Overall, there's a great visual purity to the Amalfi and it's hard to find a bad angle on the car. Ferrari chief design officer Flavio Manzoni describes the styling theme as 'beauty through simplicity', and it's an apt description. There's a pleasing minimalism to the car's surfacing, with little to distract from its smooth voluptuous contours. As alluded to earlier, the Amalfi isn't merely a cosmetic makeover, as all the oily bits underneath have also been reworked. At the car's heart is again the F154 90-degree, flat-plane V8 that displaces 3855cc, but it features lightweight new camshafts (they save 1.3kg) and even the engine block has been redesigned (saving another 1kg). Supplied Credit: CarExpert Peak power has been bumped up to 471kW (456kW for the Roma), although torque remains unchanged at 760Nm. The engine redlines at 7600rpm. The power increase is the result of a new turbocharging management system, enabling independent control of the rotational speed of the two turbochargers and an increase in the maximum turbo speed up to 171,000rpm. Ferrari says this approach improves throttle response and boosts pressure control precision, thanks also to the introduction of dedicated pressure sensors for each cylinder bank. Supplied Credit: CarExpert The Amalfi sprints from 0-100km/h in a claimed 3.3 seconds (0.1 seconds sooner than the Roma), while 200km/h flashes past in a claimed 9.0 seconds (0.3 seconds quicker than the Roma). Although the raw numbers aren't dramatically changed, Ferrari's chief product development officer, Gianmaria Fulgenzi, says the perception from behind the wheel is of a car with much sharper responses, thanks to the V8's lower reciprocating masses and revised turbocharger setup including its low-inertia turbines. A key technical change for the Amalfi is the introduction of a brake-by-wire system, bringing the car in line with the 296 GTB/GTS, Purosangue and 12Cilindri. Supplied Credit: CarExpert Rather than diluting pedal feel, Fulgenzi says the new ABS Evo setup enhances modulation, reduces pedal travel and significantly improves braking efficiency. The Amalfi is capable of coming to a standstill from 100km/h in just 30.8 metres, while 200km/h is wiped off in 119.5 metres, says Ferrari. A further advancement is the evolved grip estimation system that works in tandem with the electrically power-assisted steering. In this new iteration, grip estimation is said to be 10 per cent faster and more accurate, even on surfaces with very low traction. Mr Fulgenzi says the enhancements to braking, steering and chassis control systems has enabled a greater dynamic spread between the Wet and Comfort drive modes to the more aggressive Sport, Race and ESC Off settings. Supplied Credit: CarExpert He emphasises that the Amalfi still comes across as a thoroughly safe and non-intimidating car, as its target audience is generally not seeking the hardcore driving experience that the 296 and SF90 serve up. The Amalfi also represents a notable step forward in cabin comfort and aesthetics vis-à-vis the Roma. There's again a pronounced dual-cockpit layout in which the driver and passenger are each ensconced within their own domain, but a lower-set centre console creates the perception of more cabin space. The central tunnel is milled from a block of anodised aluminium and houses the gear selector gate, key slot, wireless phone charging pad, and secondary controls. Supplied Credit: CarExpert Facing the driver is a 'monolithic' instrument cluster that houses a 15.6-inch digital display panel with all key information able to be easily taken in at a glance. A horizontal 10.25-inch infotainment screen in the centre replaces the old portrait screen, while the passenger gets their own 8.8-inch screen that displays parameters such as G-force and engine revs. As alluded to earlier, the biggest improvement is that the haptic switches on the steering wheel have been banished in favour of physical buttons. Supplied Credit: CarExpert The controls are functionally distributed: on the steering wheel's left spoke are the ADAS controls, adaptive cruise control, phone, and voice command burrons, while on the right are the selectors for display views, windscreen wipers, and indicators. On the back, two rotary dials manage volume and radio station selection. Connectivity is provided by Apple CarPlay and Android Auto and the car is also equipped with the MyFerrari Connect system, which allows remote monitoring of the vehicle's status via a dedicated app. Optional features include comfort seats available in three sizes and equipped with 10 air chambers for the massage function – with five programs and three intensity levels – together with ventilation for both the seat base and backrest. Supplied Credit: CarExpert Also optional is a Burmester Premium Audio System that promises to belt out banging beats, thanks to 14 speakers and 1200 Watts of power. Twenty-inch rims (shod with 245/35 R20 rubber at the front and 285/35 R20 boots at the rear) are standard issue, and Mr Fulgenzi says this delivers a good balance between ride quality and cornering grip. Ferrari says it worked with Bridgestone and Pirelli in developing optimal tyres for the Amalfi. The Amalfi's launch colour is Verde Costiera, a striking shade of green that's meant to mimic the reflections off the sea adjacent to the Amalfi Coast. It's complemented by Verde Bellagio interior trim. As with the Roma, Ferrari expects roughly half of all Amalfi buyers to be new to the prancing horse brand, with sales spread fairly evenly across the major global regions. MORE: Everything Ferrari
7NEWS
2 hours ago
- 7NEWS
Stunning Roma-replacing Ferrari Amalfi revealed
Ferrari has unveiled its latest interpretation of the grand tourer theme, with the sublimely sculpted 2026 Ferrari Amalfi taking over the baton from the Roma coupe that launched in 2020. Although it's a comprehensive evolution – rather than an all-new car – enough has changed to warrant the switch to the Amalfi moniker, which is inspired by the stunning 50km stretch of coastline in south-western Italy along the Sorrentine Peninsula. First Australian customer deliveries of the Ferrari Amalfi are due to take place in the second half of 2026, and buyers won't be left with too much (if any) change out of $500,000 by the time they option the car to their liking. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The core building blocks of the Amalfi are as per the Roma, but Ferrari has focused on sharpening all elements of its dynamics. The powertrain, chassis control systems, steering and braking are all revised to yield a package that, according to the Italian brand, provides a significantly broader spread between relaxed touring capability and hard-edged performance. So much so that Ferrari's chief marketing and commercial officer, Enrico Galliera, says: 'Previously we referred to it as a GT, but now we call it 'sportscar driver'.' That's obviously marketing-speak, but there may be a grain of truth in his words. More significant still is the fact that the main polarising elements of the Roma have been successfully addressed – namely that awkward perforated grille and the hit-and-miss haptic controls on the steering wheel, which are now replaced by physical buttons, plus the return of an aluminium start button. Visually, the Amalfi (which carries over no body panels from the Roma) shares a clear family resemblance with the 12Cilindri, sporting slit-like headlights that peer out from within a dark recessed band positioned below a visor-mimicking panel at the front. A similar theme is applied at the rear, where the tail-lights are hidden within what Ferrari refers to as 'graphical cuts'. An active rear spoiler with three positions – Low Drag, Medium Downforce and High Downforce – is neatly integrated into the rump, and in its most aggressive setting it's claimed to generate 110kg of downforce over the rear axle at 250km/h. The wing remains in Low Drag or Medium Downforce mode on straights, with the High Downforce setting only being triggered under hard braking or when cornering at speed. Ferrari says it has worked extensively on the Amalfi's aero, and even the underfloor has been optimised for smoother airflow. There is also a hidden duct above each headlight that helps lower under-bonnet temperatures, as well as reduce pressure build-up. There's an aggressive diffuser at the rear, and its elaborate high-tech structure provides an interesting contrast to the clean surfaces above it. Overall, there's a great visual purity to the Amalfi and it's hard to find a bad angle on the car. Ferrari chief design officer Flavio Manzoni describes the styling theme as 'beauty through simplicity', and it's an apt description. There's a pleasing minimalism to the car's surfacing, with little to distract from its smooth voluptuous contours. As alluded to earlier, the Amalfi isn't merely a cosmetic makeover, as all the oily bits underneath have also been reworked. At the car's heart is again the F154 90-degree, flat-plane V8 that displaces 3855cc, but it features lightweight new camshafts (they save 1.3kg) and even the engine block has been redesigned (saving another 1kg). Peak power has been bumped up to 471kW (456kW for the Roma), although torque remains unchanged at 760Nm. The engine redlines at 7600rpm. The power increase is the result of a new turbocharging management system, enabling independent control of the rotational speed of the two turbochargers and an increase in the maximum turbo speed up to 171,000rpm. Ferrari says this approach improves throttle response and boosts pressure control precision, thanks also to the introduction of dedicated pressure sensors for each cylinder bank. The Amalfi sprints from 0-100km/h in a claimed 3.3 seconds (0.1 seconds sooner than the Roma), while 200km/h flashes past in a claimed 9.0 seconds (0.3 seconds quicker than the Roma). Although the raw numbers aren't dramatically changed, Ferrari's chief product development officer, Gianmaria Fulgenzi, says the perception from behind the wheel is of a car with much sharper responses, thanks to the V8's lower reciprocating masses and revised turbocharger setup including its low-inertia turbines. A key technical change for the Amalfi is the introduction of a brake-by-wire system, bringing the car in line with the 296 GTB/GTS, Purosangue and 12Cilindri. Rather than diluting pedal feel, Fulgenzi says the new ABS Evo setup enhances modulation, reduces pedal travel and significantly improves braking efficiency. The Amalfi is capable of coming to a standstill from 100km/h in just 30.8 metres, while 200km/h is wiped off in 119.5 metres, says Ferrari. A further advancement is the evolved grip estimation system that works in tandem with the electrically power-assisted steering. In this new iteration, grip estimation is said to be 10 per cent faster and more accurate, even on surfaces with very low traction. Mr Fulgenzi says the enhancements to braking, steering and chassis control systems has enabled a greater dynamic spread between the Wet and Comfort drive modes to the more aggressive Sport, Race and ESC Off settings. He emphasises that the Amalfi still comes across as a thoroughly safe and non-intimidating car, as its target audience is generally not seeking the hardcore driving experience that the 296 and SF90 serve up. The Amalfi also represents a notable step forward in cabin comfort and aesthetics vis-à-vis the Roma. There's again a pronounced dual-cockpit layout in which the driver and passenger are each ensconced within their own domain, but a lower-set centre console creates the perception of more cabin space. The central tunnel is milled from a block of anodised aluminium and houses the gear selector gate, key slot, wireless phone charging pad, and secondary controls. Facing the driver is a 'monolithic' instrument cluster that houses a 15.6-inch digital display panel with all key information able to be easily taken in at a glance. A horizontal 10.25-inch infotainment screen in the centre replaces the old portrait screen, while the passenger gets their own 8.8-inch screen that displays parameters such as G-force and engine revs. As alluded to earlier, the biggest improvement is that the haptic switches on the steering wheel have been banished in favour of physical buttons. The controls are functionally distributed: on the steering wheel's left spoke are the ADAS controls, adaptive cruise control, phone, and voice command burrons, while on the right are the selectors for display views, windscreen wipers, and indicators. On the back, two rotary dials manage volume and radio station selection. Connectivity is provided by Apple CarPlay and Android Auto and the car is also equipped with the MyFerrari Connect system, which allows remote monitoring of the vehicle's status via a dedicated app. Optional features include comfort seats available in three sizes and equipped with 10 air chambers for the massage function – with five programs and three intensity levels – together with ventilation for both the seat base and backrest. Also optional is a Burmester Premium Audio System that promises to belt out banging beats, thanks to 14 speakers and 1200 Watts of power. Twenty-inch rims (shod with 245/35 R20 rubber at the front and 285/35 R20 boots at the rear) are standard issue, and Mr Fulgenzi says this delivers a good balance between ride quality and cornering grip. Ferrari says it worked with Bridgestone and Pirelli in developing optimal tyres for the Amalfi. The Amalfi's launch colour is Verde Costiera, a striking shade of green that's meant to mimic the reflections off the sea adjacent to the Amalfi Coast. It's complemented by Verde Bellagio interior trim. As with the Roma, Ferrari expects roughly half of all Amalfi buyers to be new to the prancing horse brand, with sales spread fairly evenly across the major global regions.
Perth Now
3 hours ago
- Perth Now
Nissan asks suppliers if it can delay payments
Off the back of huge losses, Nissan is facing a cash crunch, and is now resorting to delaying tactics. According to emails seen by Reuters, Nissan asked suppliers in the UK and Europe if they will accept late payments so that the company can have more cash on hand at the end of the current quarter. Nissan wanted to push supplier payments due in June out to August, and even September. Similar tactics were reportedly employed at the end of March to close out the company's financial year. In one email, a director notes his team hasn't achieved its target of freeing up €150 million ($269 million) of cash flow. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. Supplied Credit: CarExpert The automaker confirmed to the news agency it had asked some suppliers if they were amenable to more flexible payments whereby 'they could choose to be paid immediately or opt for a later payment with interest'. It added it wanted to delay payments to suppliers so that it had 'sufficient liquidity to weather the costs of the turnaround actions and redeem bond maturities'. Nissan has ¥700 billion (A$7.3 billion) in debt due this current financial year, which ends in March 2026. At the time of writing Nissan has about ¥2.2 trillion (A$23.3 billion) of cash on hand, but the firm expects to have negative free cash flow of around ¥550 billion (A$5.8 billion) in this quarter alone. Nissan doesn't expect to be cash flow positive until some time next year or in early 2027. All three major ratings agencies have adjudged Nissan's long-term debt to be in the upper echelons of the 'junk' or non-investment grades. Further cuts to its debt rating would make it more difficult and more expensive to gain access to loans. Supplied Credit: CarExpert Nissan's UK division has confirmed to local media outlets, including Autocar and The Northern Echo, it is seeking to reduce headcount at its Sunderland factory by 250 people via voluntary redundancies. The plant currently employs around 6000 people, and no manufacturing staff are being let go. The factory currently produces the Qashqai and Juke for the UK, Europe and Australia. It will also make the next-generation Leaf SUV, and new Juke EV. As part of its restructuring plan Nissan will close seven of its 10 car making plants across the world, and reduce its global workforce by 15 per cent or 20,000 people, both by March 2028. Sunderland was first plant to be marked as safe from closure. Nissan has been skating on thin financial ice for the last year-and-a-bit. In May it announced a loss of ¥670.9 billion (A$7.1 billion) for the financial year ending March 2025. Other cost cutting efforts include reducing platforms and development times, potentially selling its Yokohama HQ, and pausing the development of vehicles and technology due for launch after March 2027. It has also established a transformation office' with an initial staff of 300 experts who have been 'empowered to make cost decisions'. MORE: Everything Nissan
