2024 VinFast VF 9

The volume Plus trim uses the same dual-motor output as the Eco, giving this large SUV strong but not class-leading EV power.

Both trims deliver 457 lb-ft from their dual-motor drivetrain, a high figure within the SUV normalization band.

The representative Plus is quoted at roughly 6.7 seconds, adequate rather than quick by modern premium-EV standards.

Power is ample, but poor low-speed pedal calibration and strong default regeneration make delivery jerky; another brief drive found smoother behavior, so the evidence is mixed rather than uniformly bad.

The direct-drive single-speed system has no shifts to hunt or execute, though the drivetrain's abrupt low-speed calibration keeps it below the best seamless EV systems.

The factory braked-trailer rating is useful for a small camper or recreational trailer but modest for a large three-row SUV.

Dual-motor AWD is standard on Eco and Plus and Eco/Normal/Sport modes are included, but there is no low range, locker, or specialized terrain-mode suite.

Standard AWD helps on poor-weather roads, but 7.1 inches of clearance, road-oriented all-season tires, and no off-road trim, skid plates, lockers, or terrain modes make the VF 9 pavement-focused.

Eco and Plus differ in equipment and range, but both use the same 402-hp dual-motor AWD powertrain and 123-kWh battery, leaving buyers no distinct propulsion choice.

The volume Plus trim's 69 MPGe is near the bottom of the EV-SUV efficiency band, reflecting its size, weight, and 21-inch wheels.

EPA city efficiency is only just above the lower endpoint for electric SUVs.

The Plus trim's highway figure is low among EV SUVs, although its large battery still provides usable trip range.

The Plus gives up 39 miles to the Eco but remains just above the 280-mile threshold expected for practical long-distance EV use.

A 160-kW peak is modest for a premium EV with a 123-kWh usable battery and limits road-trip charging performance.

VinFast did not publish the rubric's exact 10–80% interval for the 2024 U.S. car; the best corroborated full interval is about 40 minutes, consistent with its 160-kW peak and the official narrower claim.

Despite weak EV efficiency, charging remains substantially cheaper than fueling a similarly large gasoline SUV under EPA assumptions.

It uses ordinary grid electricity and supports Plug & Charge/Auto Charge, but the middling 160-kW peak and long 10–80% stop make public fast charging less practical than leading premium EVs.

NHTSA did not select the VF 9 for 2024 NCAP testing and publishes no overall rating. The required numeric field uses the repository's segment-neutral 4-star convention for an untested SUV, not a claimed crash-test result.

The first-generation 2024 VF 9 has no IIHS award or published US crashworthiness tests. With no adverse test result but no demonstrated Good performance, it belongs at the top of the rubric's untested band.

Both Eco and Plus receive all five core systems: front AEB, adaptive cruise, lane keeping/centering, blind-spot detection, and rear cross-traffic alert. The score stops short of the maximum because VinFast warns that some ADAS functions could be delayed to an update or require a subscription.

Front AEB and forward-collision warning are standard, but neither IIHS nor NHTSA has published vehicle-to-vehicle, pedestrian, or nighttime performance for the VF 9. This earns credit for a modern standard system without assuming Superior or Advanced performance.

Blind-spot detection, rear cross-traffic alert, and door-open warning are standard on both trims, giving unusually complete alert coverage. VinFast describes blind-spot detection as warning-only, and the 2024 sheet does not document rear cross-traffic braking or trailer-aware intervention.

The volume Eco trim includes departure warning, keeping, centering, and emergency lane keeping, but no independent 2024 VF 9 road test establishes smooth, trustworthy centering. It therefore rates as fully featured but unproven rather than class-leading.

Adaptive cruise, traffic-jam assist, cruise assist, and Level 2 highway assist are listed on both trims, a strong capability set on paper. No independent 2024 VF 9 evaluation verifies braking, stop-and-go resumption, or integration quality, and the delayed-availability disclaimer limits the score.

The VF 9 offers supervised Level 2 highway assistance, but no mapped-road, hands-free highway system is offered for the 2024 US vehicle.

LED headlights, automatic on/off, auto leveling, and automatic high beams are standard on Eco and Plus. IIHS has not measured their illumination or glare, so the hardware earns a mid-band score rather than an assumed Good rating.

A reviewer found over-the-shoulder visibility unimpressive, but the standard 360-degree monitor, rear camera, front/rear sensors, head-up display, and auto-dimming mirror substantially compensate at low speeds. Natural sightlines remain only average for this large three-row SUV.

The wide three-row cabin and standard second-row ISOFIX/LATCH make multiple child seats workable, but the third row has top tethers without lower anchors. The available fixed console between Plus captain's chairs can also impede third-row access when child seats remain installed.

The U.S.-launch Plus seats seven in its standard bench configuration; six-seat captain's chairs were optional.

Estimated from the 66.8-inch exterior height, seating position and fixed panoramic roof; no 2024 U.S. SAE figure was published.

Estimated from the long 124-inch wheelbase and reviewer reports of excellent first-row room; no SAE measurement was published.

Estimated from the roof profile and consistently favorable reports of first-two-row room; no SAE measurement was published.

The power-adjustable second row and 124-inch wheelbase provide generous space, but VinFast supplied no SAE legroom number.

Headroom is surprisingly good, but the very low cushion, poor leg posture and awkward access make the third row token seating even for children.

The large exterior does not translate into class-leading cargo space behind row two.

Maximum space is useful but trails boxier three-row rivals such as the Kia EV9.

A 2.6-cu-ft frunk, underfloor rear storage, fold-flat rows, tie-down tracks, wireless charging and an AC outlet make storage competitive, though not transformative.

Plus has highly adjustable heated, ventilated and massaging front seats and power second-row adjustment; front comfort is good, but the third row is fundamentally compromised.

The long wheelbase and rear air springs deliver a settled highway ride, though the limited testing base prevents a class-leading score.

The dual-motor EV is quiet and the long-wheelbase ride suppresses disturbance, but no instrumented noise test supports a top-tier rating.

The Plus is unusually rich: three-zone climate, air-quality control, heated/ventilated/massaging front and second-row seats, heated wheel and remote climate functions.

The 2024 Eco was the announced entry trim, although VinFast began US customer deliveries with the Plus and said Eco availability would follow. Its all-in sticker sits above the SUV normalization ceiling.

Plus is the representative volume trim because it was the only version available at the start of US deliveries; it also carried the first-100-customer lease offer. The price excludes optional paint or seating choices.

No Edmunds or CarEdge five-year TCO series is published for this low-volume model, so this estimate uses three-row EV service norms with a modest allowance for large tires and VinFast's sparse service network. The unusually long comprehensive warranty should limit covered repair expense during all five years.

Current valuation evidence already shows severe early depreciation, and the launch-year price was cut before deliveries. Extrapolating the observed two-year value loss plus the brand's very low US acceptance supports a roughly 20% five-year residual, below the SUV scoring floor.

The launch-year VF 9's new-vehicle coverage is exceptionally long and exceeds the top of the SUV normalization band.

The high-voltage battery term reaches the top of the SUV scoring band and removes the mileage cap for standard non-commercial use.

Ten-year roadside assistance, mobile repair, app/connected functions and a launch charging-or-home-charger benefit form a strong perks package. It stays below the top band because VinFast did not include a multi-year scheduled-maintenance plan.

$75,000 volume-trim price minus its estimated resale value after 5 years (20% retained, or about $15,000) leaves about $60,000 in depreciation. Add the projected $5,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $65,400 in total.

Neither Consumer Reports nor J.D. Power provides a statistically valid reliability prediction for this very low-volume first U.S. model year. Early evidence is nevertheless poor: a U.S. press vehicle displayed multiple faults before a 3.1-mile drive, so the absence of survey data is not treated as average reliability.

VinFast had no multi-year U.S. dependability record when the 2024 VF 9 launched and insufficient volume to appear in the principal brand studies. The heavily criticized launch quality of its first U.S. product, the related VF 8, is a materially negative brand signal rather than a neutral lack of history.

No NHTSA recall campaign is recorded for the 2024 VF 9, a favorable result versus the related VF 8. It remains only a mid-band result because U.S. deliveries began in November 2024, the fleet was exceptionally small, several NHTSA complaints exist, and an overseas campaign covered some VF 9 airbags produced through March 2024.

The 402-hp dual-motor AWD system and 123-kWh battery were new to U.S. customers and had no high-mileage durability record. Established EV component concepts and exceptionally long warranty coverage keep it above the floor, but this was still an unproven, high-risk integration from a new automaker.

Vegan leather, a panoramic roof, ambient lighting, and a clean design create a respectable first impression, but reviewers found only decent rather than premium materials. At roughly $75,000 for the initially available Plus, the cabin trailed the much more refined Kia EV9 and merely meets the bottom of the competitive band.

A very brief U.S. test produced no squeaks or rattles, but several electrical and closure-system faults appeared before the vehicle even moved. Faults across windows, doors, and the tailgate on multiple press vehicles indicate weak launch inspection and assembly consistency.

Support was geographically sparse at launch, leaving most U.S. buyers far from trained service despite the long warranty and app-based assistance. The footprint was improving, but 36 dealer partners across 15 states plus four California service centers was nowhere near adequate nationwide coverage.

The imported, first-year, extremely low-volume VF 9 had essentially no aftermarket or independent high-voltage repair ecosystem, making model-specific repairs dependent on VinFast's small authorized channel. Its long warranty limits covered repair bills, but cannot eliminate parts delays, towing, collision-repair difficulty, or downtime.

One large display handles instruments, infotainment and most vehicle settings.

The screen is responsive and reasonably intuitive, but excessive touchscreen dependence, launch error messages and a stuttering camera undermine daily polish.

Both wireless phone-projection systems are standard on the 2024 U.S. vehicle.

Alexa natural-language control, native navigation and an advanced trip planner are a strong feature set, though launch-software polish is uncertain.

A 13-speaker-plus-subwoofer system is generous standard hardware, but there is little independent assessment of sound quality.

There is no conventional gauge cluster; essential driver information is split between the center screen and standard HUD.

The platform explicitly supports free and paid software OTA updates, important for the still-maturing software stack.

The app offers vehicle status and remote control, location, charging management, service and roadside assistance; cellular functions may require Prime Connect.

Every row gets ports, including a 90-W USB-C feed, plus wireless charging and an AC outlet, although many rear ports are older USB-A.

Smart-key proximity access, keyless start and a hands-free power liftgate are standard; phone-as-key is not documented.

Front/rear sensors, surround view and automated parking are standard, but MotorTrend observed conspicuous camera-display stutter.

A head-up display is standard on both Eco and Plus and partly offsets the missing cluster.

Wide doors, LATCH, seven seats and 32.7 cu ft behind row two help, but difficult third-row access and only 7.5 cu ft behind an occupied third row complicate family logistics.

Eleven airbags and a broad standard Level 2 ADAS suite are strong, but neither NHTSA nor IIHS published a 2024 crash rating and some features were delayed/software-dependent.

Excellent first-two-row amenities, quiet EV cruising and useful row-two cargo room suit four or five travelers, but poor row-three posture and tiny all-seats-up cargo limit seven-person trips.

Strong cameras and traffic-jam assistance help, but the enormous turning circle, jumpy tip-in, heavy regen and launch software warnings make traffic more tiring than expected.

Electric running costs are favorable versus similarly large luxury SUVs, but moving roughly 6,500 pounds on 21-inch wheels makes the Plus relatively inefficient among EVs.

Surround cameras cannot fully compensate for a 201.4-inch body and exceptionally wide 48.1-foot turning circle.

Dual-motor AWD, a 1,212-lb payload and nearly 4,000-lb braked tow rating handle moderate work, but cargo volume is modest for its footprint.

The new platform lacks fleet history, while launch vehicles produced repeated sensor and software faults; the long warranty provides some protection but not proof of durability.

An AC outlet, roof-load rating, frunk and cargo tie-downs offer basic utility, but there is no established upfit ecosystem or work-focused interior.

The Plus combines a settled highway ride, rich seats, Level 2 assistance and 291 EPA miles, though slow 10-70% charging and software immaturity constrain touring confidence.

AWD, 7.1-inch clearance, nearly 4,000-lb towing and a 165-lb roof rating cover gravel roads and recreational gear, but it is not an off-road design.

Both rear rows fold, maximum cargo is 77.3 cu ft, and a frunk, underfloor bin, rails and hitch add flexibility; cargo behind the occupied third row is very small.

The VF 9 feels secure and controllable at highway speed, but its roughly 6,500-lb mass and huge footprint preclude genuine agility.

Reassuring steering weight helps lane placement, though no test praised feedback or sports-car precision.

Stopping power appears adequate, but aggressive adjustable regen can make low-speed deceleration jerky and touchy.

The 402-hp dual-motor system has ample acceleration, but overly sharp initial tip-in and a distinct transition between propulsion and regen spoil calibration.

The dual-motor EV powertrain is intrinsically quiet and reviewers did not report motor whine or vibration under load.

The turning circle is far outside the SUV normalization band and a major everyday liability.

Extensive seat and wheel adjustment and a HUD help, but the lack of a cluster, touchscreen-heavy controls and unusually high seating position compromise ergonomics.

Strong EV thrust and weighted steering provide some satisfaction, but clumsy low-speed calibration, bulk and software warnings overwhelm any playful character.

Even the Eco combines standard dual-motor AWD, 402 hp, seven seats, a 15.6-inch screen, head-up display, surround-view camera, panoramic roof and a broad driver-assistance suite. That is unusually rich base content, though the high entry price prevents a top-band score.

The 123-kWh battery, 402 hp and abundant equipment look strong on paper, but the delivered Plus cost $75,000 and returned only 291 EPA miles. A Kia EV9 started about $20,000 lower, while reviews found software and dynamic shortcomings inconsistent with the premium price.

The lineup consists only of Eco and Plus, both using the same 123-kWh dual-motor AWD powertrain. Seating and cosmetic choices provide limited flexibility, and Plus was the only trim actually available when deliveries began.

US deliveries only began in November 2024 through a very small California-led network, making the VF 9 an exceptionally low-volume launch rather than an accepted segment contender. A first-100-vehicle lease promotion and subsequent heavy incentives reinforce weak demand.

VinFast entered the US without an established owner base or premium-brand halo, while the poorly received VF 8 launch shaped early perceptions. Severe early VF 9 depreciation indicates that the market assigns substantial brand and support risk.

Buyers received large and recurring support: a $12,000 pre-delivery Plus price cut, a subsidized $529 first-100 lease, and later $7,500 bonus cash with 0% APR. The score stops below 80 because these offers resemble inventory-clearing desperation pricing rather than healthy-volume incentives.

The registry's Wikipedia-derived production record identifies 2024 as the first model year of the first generation. There was no carry-over, facelift or preceding US configuration, so buyers received a newly launched platform and design.

Coverage praised space, equipment and the improvement over the VF 8, but reviewers still criticized software faults, user-interface execution and value at the asking price. The 2024 VF 9 earned no major US comparison victory, 10Best, NACTOY or safety-award recognition.