The eTerron 9 has several surprise attributes including two permanent magnet synchronous motors with 125kW at the front and 200kW at the rear delivering a combined output of 325kW or 442hp. It is said to feature multiple driving modes, with six presets with multi-link rear suspension with the option of air suspension. 

Power comes from a 102kWh high-voltage battery, capable of up to 261 miles according to the WLTP combined test cycle. The battery can be charged from 20% to 80% in 40 minutes at speeds of up to 115kW. Special new Tetris lithium-ion phosphate batteries have been developed to minimise the amount of space they take up and the battery pack is cooled by a new nine-channel ventilation system. Combined, this is said to make its range in winter improve by 18% when compared to a conventional electric car battery. It gets 2.2kW sockets in the front trunk and on the pick-up bed for powering items like tools and there’s also a more powerful 6.6kW connection. 

With a 620kg payload, it’s not the most useful of pick-ups but there’s a standard sized load bed and 236-litre “frunk” for additional storage. However, the most intriguing feature is the folding bulkhead that creates a load length of up to 2.4m when collapsed flat. The front seats can be similarly flattened, to create a sleeping area of up to 1.7m long, with heated, ventilated and massage function seats. 

It’s a high-end pick-up truck not previously seen from the Chinese brand, and a new focus on a lifestyle audience, according to SAIC Maxus CEO, Hao Jingxian: “The customer market we are focused on is for people who like an outdoor life. Maybe they live in the city and need an EV, but at the weekend they go outside.”

Powertrain options

Although initially launched as an electric model, Hao says there are plans for diesel and plug-in hybrid, although the appetite for each will depend on individual markets.

“We see the different powertrains having different user experience and different customer groups. PHEV could be suitable for larger fleets,” Hao adds.

While Maxus is now present across Europe, it is also looking to expand its global reach with the new pick-up. Its current export countries include Australia and New Zealand, the Middle East and Chile, but with joint ventures in Mexico with General Motors, Hao says this pick-up has the potential to be a truly global product.

“The first launch for the global market is Europe and the UK, they are our prorioty markets. Later on, we will launch for Australia and the Chinese market and also for South America. It will be a global product. We will have air suspension for the high-end models, and multilink but also leaf suspension both as options for different regions – as well as different powertrains. The chassis and the body-in-white will be the same.”

While the battery model manages just a 620kg payload, Hao acknowledges that the UK and European markets expect larger payloads. Consequentially, the ICE version will be able to meet the UK’s important one-tonne payload requirement, however, he points out that when it comes to BEV the UK government needs to look at how it classifies pick-up trucks. 

Targeting rivals

Despite a strong appetite for pick-up trucks in the UK, Hao is confident Maxus can compete against established models, naming the Ford Ranger, Volkswagen Amarok and Toyota Hilux as key rivals. 

“Our competitors have very strong brands and networks, but we are building fast. We respect our competitors who are very strong, but we also have an advantage, we are leading in green technology, especially for BEV and PHEV, but Maxus also has fuel cell technology for the Chinese market. We also understand value for money and we are fast to respond to the market. We can respond to our customers and partner requirements and our engineering team and marketing team are working very closely together,” Hao says.

The fast pace of development is highlighted by the speed with which the eTerron 9 came into existence. Maxus only launched the T90EV (its two-wheel-drive pick-up) truck in 2022 and the expectation was that the four-wheel-drive follow up would be an iteration of the same design. Instead, an entirely new model has been launched with a much wider global focus. The van range has also taken on a wider appeal with new models and the promise of more powertrains still to come. 

“Today we invest in the European market mainly for BEV. You will see all our vans and the pick-up as the BEV version first. We will then launch some as PHEV, with the pick-up and the Deliver 7 and Deliver 9 which will require lower CO2. Technology wise, it is very easy [to create a hybrid] but we are careful to select the technology and introduce to the right market,” explains Hao. 

“The toolkit in the Maxus box has to be selected for the regional customers. The one difference is the charging facility. In China it is very good, people can charge BEV and PHEV at anytime and anywhere, which is why PHEV is so popular. Most of today’s passenger vehicles can provide 150km EV range, which means you don’t need to use the engine 99% of the year. The main difference is the charging facility, but every model we design, we design for the global market. With the pick-up we see the PHEV more as pick-up owners wanting it for performance,” he adds.

Hydrogen doubt

Although the pick-up is not short of performance, it is compromised by both its weight and efficiency. A fuel cell version would perhaps be a more complete package, but Hao is unconvinced of its suitability for Europe. 

“We started to design fuel cell technology more than 10 years ago, and SAIC began to sell small numbers five years ago. Today we have two [fuel cell] products for certain [applications], one is the Deliver 9. The fuel cell Deliver 9 is being used by us as a shuttle bus for employees, running every day on the same route. We also have a seven-seat MPV for VIP transportation, but there is only a small volume. I think fuel cell technology still needs time, and it is more difficult than even [implementing] an electric charging system in Europe.” 

The expansion in the Maxus portfolio has truly been unprecedented, from launching in the UK 12 years ago with a diesel van that was already decades old, to completely reinventing itself at the forefront of both electric vans and pick-ups. However, listening to Hao, it doesn’t seem like the innovation will stop there. 

The latest products, eDeliver 5, eDeliver 7 and the eTerron 9 appear to be a turning point in the quality and ambition of Maxus with a multi-fuel approach ready and waiting should the market dictate.