Big and green: Are you ready for an electric pickup?

The 1-ton pickup category is one of the most conservative in Israel. Over the years, serious brands have arrived here (Ranger, Amarok, Musso), others have disappeared (Triton, Navara, Mazda), and yet the national leaders remain the Toyota Hilux and Isuzu D-Max. The new eTerron9 will not challenge their dominance in the category, but it brings a refined and luxurious, modern and electric feel. We do not expect to see herds of "eTerron9s" leading hay bales and noisy compressors, but they can certainly find a place between work and family, between urban renovators and elegant lawyers.

If we previously thought Israeli pickup drivers were too conservative to adopt revolutionary technology, recent months have proved otherwise. Since the beginning of 2025, more American electric pickups have been sold in Israel than their traditional diesel versions. 800 Israelis plugged in their Silverado, compared to 450 who stuck to the diesel pump.

It was only a matter of time before the "rush to electric" reached the mid-size pickup category, dominated by the Toyota Hilux (1,700 deliveries this year) and the Isuzu D-Max (1,250). Secondary players in the 1-ton category are the Ford Ranger, Volkswagen Amarok, and KGM Musso. There is also a 1-ton electric pickup already sold here, the Chinese eTunland; its sales are limited due to basic technical specifications and lack of modern safety systems.

The test vehicle joins the category with significant potential for success; it is produced by Maxus, the commercial vehicle division of the giant SAIC Group, which also produces MG models. The eTerron9 has excellent specifications, a powerful engine, 4x4 drive for road and off-road, and a high level of equipment and finish. Its overall quality is proven by earning five stars in the European crash test—a feat not every Chinese manufacturer can boast. The test vehicle arrived in the 'Premium' version, and there is also a basic 'Laksari' model equipped with proper off-road tires.

The build quality is far above the category standard, and with 442 horsepower, the engine performance is exceptional. Air suspension ensures improved ride comfort, all at an attractive price: NIS 310,000 for the 'Premium' test vehicle, NIS 290,000 for the base Laksari. Senior versions of direct competitors cost NIS 312–340 thousand, making the eTerron9 a hard-to-ignore offer. The raw data create high expectations, and the only remaining question is how they translate on the road. Will Israeli pickup drivers invest in a brand that is otherwise unknown locally? What will the eTerron look like in five years?

A yellow panel dominates the eTerron’s front, bearing the massive MAXUS logo; the panel is large and bold in my opinion, surrounded by a stylish lighting strip with LED units inside. The hood opens electrically, revealing a 236-liter front trunk with a 220V V2L socket, for making espresso or running a compressor. The hood opening reminded me of a whale gaping to swallow a school of startled sardines.

Seating position is high and commanding; from the driver’s seat, the sculpted hood is visible, sturdy and nice-looking. The steering wheel is a bit small but fits well with the modern SUV vibe. The central console provides ample space for small and large accessories. All seats are heated; the front seats are electrically adjustable, and the driver’s seat is ventilated. The panoramic sunroof, which opens partially, enhances the SUV feel. The designers couldn’t avoid a slightly unnecessary gadget corner: Electric switches to open the doors, so redundant that a mechanical emergency mechanism was installed. The camera system offers excellent visibility of vehicle corners.

With a 330 cm wheelbase, rear passengers enjoy excellent space, including a not-too-upright rear seatback. The rear seat cushion lifts for transporting large items. Rear AC vents and charging ports, with a comfortable armrest, are included. The floor is flat. The cargo bed is larger than competitors': 156 cm long, 150 cm wide, 53.5 cm deep, with side anchors and elevated LED lighting. For loading purposes, the truck’s rear can be lowered using airbags.

Official WLTP range is 432 km intercity, or 566 km city driving. We did not reach these figures, but with electricity consumption of 25–35 kWh per 100 km, we reached a comfortable intercity range of 300–400 km. Not record-breaking, but suitable for an average pickup driver.

We took the eTerron on sporty drives on Ma’ale Gilboa roads and also towed a trailer loaded with a Defender weighing nearly 3,000 kg. In both cases, electricity consumption was around 60 kWh per 100 km, representing a 150–160 km range. Towing was done at 90–100 km/h. Short hauls are fine, but a long trip to Mitzpe Ramon will require intermediate charging. Towing capacity is sufficient but payload is lower than diesel pickups: 620 kg (compared to ~1000 in diesels).

In summary, engine performance is excellent, and the range is suitable for many drivers, though not all. I must issue a warning regarding charging: DC charging rate is 115 kW, indicating ~40 minutes from 20% to 80%. During our two charging stops, rates were only 60–70 kW. The charging points were ultra-fast 180, suggesting charging speed may not be as high as promised, even in cool morning conditions. Not terrible, but keep in mind: With a 102 kWh battery, charging stops may be long.

I also noted that when the range dropped to a few dozen kilometers, the computer-calculated range shortened non-linearly. Kilometers disappeared from the dashboard like autumn leaves, raising concern—will I reach the charging station or get stranded? After missing a few beats, I connected the charger at the desired station. I don’t know if it was rapid battery decline or range display error, but it was unpleasant. Frequent charging is recommended, as with all EVs. Safety systems include autonomous braking, lane keeping, adaptive cruise control, pedestrian detection, blind-spot alert, and seven airbags.

Nonetheless, the Maxus eTerron9 offers features never seen in this market segment—it gives a premium feel, exceptional engine performance and ride comfort, remarkable fuel efficiency, and a very attractive price. No C-license is needed, which is an additional advantage. The Israeli market is open to previously unknown Chinese brands, and SAIC is a stable, well-known Chinese group. For me, it’s a breakthrough in the 1-ton segment with an excellent, unique product.