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Pros
Cons
The first-ever electric vehicle (EV) from Vietnam’s VinFast quickly became something of a punching bag for people on the internet, and somewhat unfairly so.
Make no mistake: this isn’t a defence of the VF 8, which has its share of issues, some of which are more than a software update away from fixing. However, the simple reality is that the VF 8 isn’t the absolute disaster it’s been made out to be in some corners of the web. Instead, it’s more like a less good version of the Volkswagen ID.4, with the rush to get it to market leaving it short of certain (evolving) industry standards.
The 2025 VinFast VF 9 is what happens when the brand takes its time — not that it’s perfect, but it’s certainly significantly improved compared to its predecessor. Even so, some of the same problems from before plague this three-row EV, taking it down a notch or two from where it probably needs to be, especially for the price.
User-Friendliness 5 / 10
In some ways, the VinFast user experience feels like it was developed based entirely on descriptions of the way other EVs work, with the end result coming close to what else is out there — just not close enough to make sense. For instance, the flush-mounted door handles don’t deploy from their housings, requiring a push-then-pull operation that’s a bit awkward, not to mention leaves them covered in smudge marks.
Other oddities include unpredictable regenerative braking; easing off the accelerator pedal with consistent care doesn’t always slow the VF 9 the same way, meaning rolling to consecutive stops may or may not require mechanical braking force, too. And while any of the three chosen settings remains engaged until it’s actively changed, the so-called creep mode — which is a terrible name the industry needs to move away from — that allows one-pedal driving must be switched off each time the vehicle is started.
VinFast has also opted for a combination of touchscreen and tactile control inputs to adjust the steering wheel and door mirrors, which is a convoluted way to accomplish something that should be simple. No, picking a driving position isn’t something that’s done often, but it’s emblematic of the unnecessarily complicated nature of the experience inside.
Features 8 / 10
Graciously, the 15.6-inch touchscreen offers a (mostly) straightforward interface, including wireless Apple CarPlay and Android Auto connectivity. That oversized display houses everything from the speedometer and odometer, since there isn’t a standalone instrument screen, to the controls for the standard tri-zone automatic climate system. Meanwhile, the steering wheel is heated, as are the front seats, while the stereo has 11 standard speakers.
The VF 9 Plus tested here has a 14-speaker audio system, plus a fixed panoramic glass roof and heated, ventilated, and massaging front and second-row seats. The latter is a bench, although that can be swapped for two captain’s chairs ($1,550), as was the case here. Either way, the interior is swathed in synthetic leather upholstery regardless of trim, with four colours available (three of which cost an astonishing $2,000). The alloy wheels are also upgraded from 19 to 21 inches, while even larger 22s are available.
Safety 7 / 10
The advanced safety suite is the same regardless of trim, with driver monitoring that uses a small camera mounted on the steering column, as well as surround-view cameras, front and rear parking sensors, blind-spot monitoring with rear cross-traffic alert, forward collision warning, automatic emergency braking, and automatic high-beam control. There’s also adaptive cruise control, plus lane departure warning, keeping, and centring assistance.
Even here, however, the VF 9 seems out of step with most of the rest of the industry. The lane-keeping system, for example, feels a generation or two older than others in the way it forcefully tugs the wheel rather than smoothly steering back to where it needs to be, while the frame rate of the various cameras is about as bad as it gets, making parking in tight confines more precarious than it needs to be.
Power 9 / 10
Every VF 9 features the same dual-motor powertrain that generates 402 hp and 457 lb-ft of torque — figures that are ample for an all-wheel-drive EV like this one. According to VinFast, this more than 2,900-kg (6,393-lb) behemoth needs nearly seven seconds to hit 100 km/h, which makes it slow by modern standards but is probably where most EVs should be instead of the supercar-like sprint times they offer.
Driving Feel 8 / 10
Rarely, if ever, should there be a scenario in which hitting highway speed in less than seven seconds is deemed disappointing, and the VF 9 is as smooth and swift as it should be. It also handles reasonably well, with a directness to its steering that doesn’t come across as sporty but is more engaging than what most other EVs manage. Where this VinFast feels out of sorts is at low speeds, with an enormous turning circle compared to most crossovers this size and larger, regardless of how they’re powered.
Fuel Economy 8 / 10
Looking at the Natural Resources Canada (NRCan) numbers alone puts the VinFast VF 9 at the bottom of the short list of EVs this size when it comes to efficiency. Officially, it’s rated to consume 30.9 kWh/100 km combined — considerably more than similar versions of the recently introduced Hyundai Ioniq 9 (24.7), the closely related Kia EV9 (26.1), or even the retro-inspired Volkswagen ID. Buzz (26.1). But real-world testing tells a different story, with an indicated rate of just 22.2 over the course of some 470 km during this week-long test.
While its battery pack is bigger than most at 123 kWh, range is perhaps a little short of where it could be. For instance, the similarly sized Lucid Gravity is good for an estimated 720 km with its identically sized battery, whereas the VF 9 Eco offers a claimed 518 km, and the range-topping Plus trim manages to muster just 462 km. Meanwhile, DC fast-charging speeds are capped at 160 kW, which should limit degradation while making the 10-to-80 per cent benchmark in about 40 minutes in ideal conditions.
Styling 8 / 10
Whereas the smaller VF 8 sports a clamshell-like silhouette, this one is more like that of a wagon than a crossover. It’s low and lean, emphasizing this EV’s overall length, which is 5,119 mm (201.5 in) from bumper to bumper — longer than every one of its competitors. Beyond its size, the VF 9 boasts unique characteristics, including the bowtie shape of its side glass, as well as openings in place of a grille that flow up and onto the hood.
The interior is a little more anonymous, not that it looks bad, but rather it lacks the kind of character found outside. Of course, the massive touchscreen is the centrepiece, and the push-button gear selector is unlike any other out there aside from what’s in the VF 8; but beyond this tester’s optional upholstery, the cabin looks like just about any other.
Practicality 7 / 10
Considering the footprint it occupies, the VF 9 isn’t quite as practical as it probably should be. While the front and second-row seats offer plenty of space for occupants, the split-folding bench in the back that provides places for two more people to sit isn’t nearly as spacious as the rearmost seats in the Ioniq 9. Similarly, the cargo area behind it measures just 212 L. And while the large side doors open wide for ease of access, the sill skirts stick out far enough to catch a heel on when entering and exiting the vehicle.
Comfort 6 / 10
While VinFast has equipped the VF 9 with air suspension, it doesn’t do well to compensate for the stiffness of the big battery pack at low speeds, with the ride feeling a little rigid — though far from unpleasant — in the city. However, on the highway, it’s as comfortable as any other EV like it on the mainstream market, leveraging its long wheelbase to dispatch uneven surfaces.
More basically, there are some shortcomings inside, including upholstery that doesn’t breathe especially well, plus bulging backrests that were quick to lead to discomfort during this test. Some of the other interior materials are equally substandard, including flimsy plastic on the sides of the seats, while the massage actuators are noisy and not especially enjoyable. It’s the sort of stuff that undermines VinFast’s aspirations, not to mention the VF 9’s asking price.
Value 6 / 10
The VF 9 Eco starts at $77,190 before tax (but including a non-negotiable freight charge of $2,300), while the Plus version is $4,000 richer at $81,190. Add to that the premium paint ($1,375) and upholstery ($2,000), as well as the captain’s chairs in the back ($1,550), and this tester’s sticker price ballooned to $86,215 before the government’s share. That’s nearly as much as the sporty new Kia EV9 GT that’s on its way ($87,445), and more than the most expensive Hyundai Ioniq 9.
The Verdict
There are still some areas this automaker needs to improve upon, like its unnecessarily complicated interface, as well as the awful quality of the cameras it uses, and the way its regenerative braking works, but the 2025 VinFast VF 9 is a vastly improved product compared to the VF 8 that came before it. Ultimately, the problem is its pricing, which is excessive for any mainstream model, let alone one from a brand trying to make a name for itself.
