Deepal E07 vs Kgm Musso Xlv

What's the difference?

The Deepal E07 is a breath of fresh air. It’s exciting to see a vehicle zig when others zag.

It’s not just a conversation-starter, it is well priced, stacked with gear and has some potent performance. Not to mention that rear end has some real-world practicality, even if it isn’t quite a ute.

That is bolstered by a long warranty and a capped-price servicing program to take the risk out of trying a new brand.

It isn’t the sharpest driving machine out there, the safety tech is still annoying and having all the controls in the multimedia screen is infuriating.

Also, there are question marks on if buyers really want or need that fraken-ute rear end.

Time will tell if this car is fad like the mullet haircut or a real-world game changer.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The lack of an ANCAP rating and centre rear lap-sash seatbelt may be deal-breakers for some. However, the Musso offers a tantalising menu of luxurious standard features, in a refined, comfortable and capable package backed by a generous warranty. For $50K driveaway, it represents compelling value for money.

The E07 stands out from the crowd. It’s design will turn heads and you’ll have strangers coming over for a sticky beak at all times.

It’s a big beast at more than five metres long and close to two metres wide. That puts it in Toyota LandCruiser territory.

The biggest talking point is the rear. What looks like a liftback is actually a retractable roof that converts it to an open tray at the touch of a button.

You can have it open with the rear seats folded flat or the rear seats up and the glass divider still in place to keep the world at bay.

Outside of the rear end, it's a futuristic-looking car with squished LED headlights, flush door handles and a closed-off front end typical of modern electric cars from China.

Inside it borrowed cues from Tesla with its minimalist design with next to no buttons and only a big central screen.

The interior quality feels good, with premium materials covering all surfaces.

The XLV option adds 110mm to the wheelbase (3210mm) and 300mm to load tub length compared to the SWB Musso, so our test vehicle's external dimensions are about the same as a Ford Ranger dual-cab ute. Even so, its 12.2-metre turning circle is tighter than the Ford and only slightly larger than its shorter Musso sibling.

It exudes a high standard of finish and build quality throughout, including the latest lower-body-to-chassis mounts with enlarged volume and a redesigned profile which, according to SsangYong results in superior bump absorption. As a result, ride comfort has been improved.

The leather-accented interior has a refined look and feel consistent with its prestige positioning, with fine exposed stitching along seams and a tasteful mix of contrasting surfaces that include different shades of grey and splashes of piano black and satin chrome.

There are two sides to this story.

The convertible back makes it one of the only true dual-purpose vehicles, but let’s not oversell its capabilities.

It only has a payload of 300kg and only has a 1500kg braked towing capacity, so it's not tradie spec.

It is probably best suited for throwing a few surfboards in the back or mountain bikes and heading off to a remote spot where you can sleep in the car in relative comfort.

There is no rugged ladder frame underneath, but it can do a bit of light off-roading in all-wheel-drive guise.

Ground clearance of 223mm is good and it can wade up to depths of 600mm.

It has a vehicle-to-load function that allows you to power appliances, which boosts its potential as a campsite companion.

Inside it has spacious cabins with oodles of head, leg and shoulder room in both rows. That is thanks to its more than three-metre wheelbase — the distance between the front and rear axle that determines how spacious a cabin is.

There are rear air-con vents and USB charging ports for both rows, and the rear seats can tilt backwards for sleepy young-uns.

The boot capacity is 524L, or 1654L with the rear seats folded. A front boot under the bonnet is 131L.

One of my biggest gripes is that nearly every function of the car is controlled through the big multimedia screen.

There are shortcuts and app-like tiles that make it easier to navigate, but it’s still a hassle to dive into the menu to change side mirrors and other functions usually controlled via physical buttons.

Tesla set the precedent by moving all its functions into the screen and other tech-focused EVs have followed suit, but it smacks of cost savings rather than improving the user experience.

With its 2100kg kerb weight and 2980kg GVM, our test vehicle has an 880kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer and with its big 6480kg GCM rating (or how much it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload.

The latter is an unusual capability for a dual-cab ute of this size, which offers great versatility for heavy load-hauling requirements in both work and recreational roles.

The longer XLV load tub has square internal dimensions of 1610mm in length and width, which combined with its 570mm depth results in 1262 litres (or more than 1.2 cubic metres) of load volume. Load-anchorage points are located at floor level in each corner.

The new assisted-tailgate operation, which SsangYong claims has a soft-opening and easy-close design, also needs some beefing-up as we found the level of assistance was not sufficient.

Cabin storage includes a single glovebox, plus small and large-bottle holders and a storage bin in each front door. The centre console has a small tray up front, two small-bottle/cup-holders in the centre and a storage box at the back with a padded lid that doubles as a comfortable driver’s elbow rest.

Rear seat passengers also get a small-bottle/cup-holder and storage bin in each door, plus two cup-holders in the fold-down centre armrest and storage pouches on each front seat backrest. The rear bench seat-base cannot be swung up and stored vertically to create more internal carrying space, like some rivals, but it does provide hidden storage underneath for soft items.

The Musso's rear doors are only 50mm shorter than the front, which ensures easy entry/exit and comfortable rear seating, even for people my height (186cm).

There are large assist handles on the A and B pillars and, when I'm seated in the second row behind the driver’s seat in my position, there’s still sufficient knee clearance and plenty of headroom.

This also applies to those seated in the slightly higher centre position, where they’ll also appreciate the minimal height of the transmission hump that allows both feet to sit together behind the centre console.

However, like all dual-cab utes short of a full-size US pick-up, shoulder room for three adults across the back seat is marginal and only tolerable for short trips.

Our only gripes are the lack of a lap-sash seatbelt for the centre rear passenger (there’s only a lap-belt), which remains a glaring safety omission that should have been addressed years ago.

Our test vehicle is the Musso XLV Ultimate Luxury Pack, which comes standard with the same 2.2-litre four-cylinder turbo-diesel and six-speed automatic transmission shared by other Musso models, for only $50,500 drive-away or $49,500 drive-away for ABN holders.

Our example also has the Indian Red metallic paint option, which adds another $595 to the price.

The list of standard Ultimate features (before you add the Luxury Pack) is impressive, starting with 18-inch black alloy wheels with 255/60R18 tyres and a full-size alloy spare. There's also HID headlights, LED daytime running lights and new vertical LED front fog lights, front and rear parking sensors, 360-degree ‘birds-eye’ and reversing cameras, heated door mirrors and assisted tailgate operation.

There's more luxury in touch-sensing front door locks and a walk-up welcome system that ensures the door mirrors unfold and puddle lamps illuminate as the driver approaches with the keys. Likewise, as the driver moves away from the vehicle, the doors and tailgate lock automatically.

The Luxury Pack adds a new dual-zone climate control hub with full touchscreen control, powered sunroof and premium leather seating, with powered front buckets that offer heating/cooling and adjustable lumbar support/base cushion rake. The outer rear seating positions are also heated.

This is in addition to a height/reach-adjustable and heated leather-rimmed steering wheel with multi-function controls, 12.3-inch digital LCD driver’s instrument cluster and 12.3-inch touchscreen for the six-speaker multimedia system with Apple CarPlay/Android Auto connectivity, two USB-C ports and two 12-volt sockets. And there’s more, so you could say it’s fully loaded even before you put something in the tub.

Both versions can be called potent, but the all-wheel-drive is express.

The rear-wheel-drive version uses a single electric motor to make 242kW and 365Nm, and the all-wheel-drive variant adds a second motor to make a combined 440kW and 645Nm.

That extra grunt drops the E07’s 0-100km/h time from 6.7 seconds to about four seconds.

These numbers blow most SUVs and utes out of the water.

The quiet and refined 2.2-litre inline four-cylinder turbo-diesel produces 133kW at 4000rpm and (for the XLV) 420Nm of torque between 1600-2600rpm.

The smooth-shifting Aisin six-speed torque converter automatic provides the option of sequential manual shifting, plus three drive modes comprising Eco, Power and Winter. It also has overdrive on the fifth and sixth gears for fuel-efficient highway driving.

The part-time, dual-range 4x4 drivetrain has an auto-locking rear differential that automatically locks and unlocks in response to changing traction requirements.

Both variants use a circa-90kWh Nickel-Manganese-Cobalt (NMC) battery, which is a big unit by EV standards.

It delivers a WLTP-verified driving range of 550km in the RWD version and 510km in the AWD.

The E07’s charging speed is also at the top end of the spectrum.

It has a max DC charge rate of 240kW, which Deepal said can replenish the battery from 30 to 80 per cent in 15 minutes.

AC charging is capped at 7kW, which is below other EVs that can max out at 11kW.

Our test was too limited to conduct a proper real-world test.

KGM SsangYong claims a combined average consumption of 9.0 litres per 100 kilometres and the dash readout was showing 10.1 at the end of our 317km test, which comprised the usual mix of suburban, city and highway driving.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 11.0 which, while not the thriftiest we've tested, is still not bad for a ute weighing more than two tonnes in mostly urban driving, of which about one third of our test distance was hauling a near-maximum payload.

So, based on our figures, you could expect a ‘real world’ driving range of around 680km from its 75-litre tank.

The E07 is a big beast, weighing in at 2440kg for the AWD, and the RWD is about 100kg lighter.

Even that fancy air suspension can't hide that bulk. On smooth city streets and well-maintained motorways, the E07 is very pleasant and comfortable. But on pockmarked and undulating country roads travelling at the sign-posted 80km/h or 100km/h, it rocks and rolls considerably.

The monster 21-inch wheels are likely part of the problem, too.

After looking at my phone in the passenger seat for 20 seconds I started to get car sick… I wasn’t the only person who had that feedback.

Switching to sports mode sharpened it up a little, but the comfort mode was far too soft.

There is a custom mode where drivers can find a happy medium.

The E07 did recover much better over small imperfections, though.

The steering was well-weighted and direct, and the brake and accelerator pedal had a good feel to them with sharp responses that inspire confidence.

We spent most of our time in the all-wheel-drive variant.

It’s fast and brutally quick off the mark, but it doesn't suplex you back into your seat like some electric cars do. Instead the power delivery was more linear, with excellent traction control and no wheel slip.

Deepal has gone the extra mile and added quality Michelin EV tyres that improve grip through corners and reduce noise into the cabin.

The E07 was remarkably quiet inside, even by EV standards, with noise and tyre roar kept to a minimum.

Drivers of most heights and widths can find a comfortable driving position, thanks to a combination of multiple powered seat adjustments, a height/reach adjustable steering wheel, nicely-positioned elbow rests on either side and a large left footrest ideal for big Aussie boots.

The turbo-diesel’s 1000rpm-wide peak torque band between 1600-2600rpm, combined with well-matched ratios in the six-speed auto, ensure good response in the 40-80km/h speed range often encountered during city and suburban driving. However, we could not detect a noticeable change in response when switching between the Eco and Power drive modes.

The unladen ride quality is commendable, given its supple four-coil suspension and longer XLV wheelbase. Combined with nicely-weighted speed-sensitive steering (light at parking speeds, firmer at highway speeds) and responsive braking, it’s enjoyable to drive in urban environments.

It also has impressively low engine, tyre and wind noise, particularly at highway speeds where the refined drivetrain only needs 1700rpm to maintain 110km/h. These attributes create a pleasant cabin environment and low-stressed cruising.

We forklifted 650kg into the load tub, which with our crew of two equalled an 830kg payload that was only 50kg less than its 880kg legal limit. The rear coil springs compressed 70mm, which allowed the rear axle to engage with large cone-shaped jounce rubbers mounted on the chassis rails above it.

These rubbers not only provide a second stage of support when hauling heavy payloads, but also eliminate the jarring thuds of traditional hard-nosed rubber bump-stops when the suspension uses up all its travel.

The Musso made light work of hauling this payload up our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting back to third gear and 2500rpm to easily reach the summit.

Engine braking on the way down, in a manually selected second gear, wasn’t as strong as the auto transmission over rode our manual selection when the engine reached 3700rpm on overrun (4500rpm redline) and shifted up to third gear.

These engine-protecting measures are increasingly common in utes and vans, which can spring a surprise when you’re leaning on the engine to assist with braking on a steep descent and the auto suddenly shifts up a gear and the vehicle starts running away from you.

Even so, the Musso’s quartet of disc brakes were more than capable of keeping speeds in check for the remainder of the descent.

No ANCAP rating but the active safety menu includes auto emergency braking (AEB), front collision and lane-departure warnings, trailer sway control, blind-spot monitoring, rear cross-traffic alert, front/rear parking sensors plus 360-degree/reversing cameras and more. There’s also driver and front passenger front and side (thorax) airbags plus curtain airbag protection for both rows of seating, along with three top-tethers and two ISOFIX child seat-anchorage points for the rear seat.

Deepal covers the E07 with a strong but not market-leading seven-year/160,000km warranty, and the battery is guaranteed for eight years/240,000km.

It also has a tempting seven-year/140,000km capped-price servicing program that requires visits every 12 months or 20,000km, with the former on the shorter side for an EV. The RWD costs $2954.59 over the full term, compared to the AWD's $3143.90. Both outlays are competitive.

It comes with a seven-year/unlimited kilometre warranty, which includes commercial use (which SsangYong claims is a unique offering in this segment) and seven years roadside assist.

Scheduled service intervals are 12 months/15,000km. Capped price for the first seven scheduled services up to seven years/105,000km totals $3238, or a reasonable average of $463 per year.