Kgm Musso Ev vs Kia EV5

What's the difference?

Despite having the Musso name, this electric ute is a completely different beast which is much more lifestyle-oriented than the older and unrelated turbo-diesel Musso workhorse.

There really isn’t much competition out there right now in the electric ute space but this makes a compelling case, especially for those looking in the fleet space. It has an appealing price, adequate range, SUV-like comfort and decent payload capacity.

The size is right, the price is right and the drive is right – three things that make the Kia EV5 a pretty formidable foe, and the kind of vehicle that might finally be able to break through the wall of the temple of Tesla in Australia.

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

You’ll either love or hate the exterior design of this ute. I’m not the biggest fan as the front is busy and likely won’t age well.

Regardless, you can’t deny that it stands out, especially with the yellow paint of our test car.

It’s hard to call this ute a Musso as it’s very clearly an Actyon or Torres from the B-pillar forwards. It’s like a Frankenstein as the rear tub section doesn’t look like it fits the aesthetic of this car.

Between the cabin and the tub area is a large slab of body colour with a rhino emblem, which looks tacky, plus there is an oversized grab handle section which serves no purpose.

At the back I like how ‘KGM’ is prominently embossed into the tailgate as no one will know what this vehicle is, at least for now.

However, I’m not convinced by the ‘X’ motif in the rear tail-lights. Like the split front LED headlight set-up with the full-width light bar, it looks too over-the-top for this kind of vehicle.

Inside, it's virtually identical to the Actyon and Torres.

While I like the look of the hexagonal steering wheel and the wraparound screen set-up combining the digital instrument cluster and touchscreen multimedia system, the copper dashboard trim looks out of place in a work-oriented type of vehicle. Good thing this is more of a lifestyle ute than something like a HiLux.

Pair this with the large amounts of glossy piano black around the gear selector and the window switches on the door cards, it’s a recipe for fingerprints, smudges and scratches.

If you’re familiar with any of Kia’s EV designs, and specifically the EV9, you’ll already know the Kia EV5, which looks a lot like a shrunken version of the company’s biggest electric 4WD.

But this one looks a bit smaller, a bit more familiar looking, and maybe a bit more accessible than the hyper-modern EV9.

Honestly, it looks like a contemporary, mid-size SUV that could be powered by anything.

There are a couple of EV5 design elements I really like. The first is the combination of hard edges and subtle curves, which combine really well. I also love the lighting treatment up front, which gives the EV5 a bold and unique light signature, especially at night.

Inside, it’s another story of familiarity, with a clean, high-tech cabin and Kia’s common twin-screen set-up. Actually, it’s more a triple screen, with two 12.3-inch screens, and a 5.0-inch climate monitor between them.

The materials are all nice, and they look great, but they don’t exactly melt under the touch, and that gives the EV5’s cabin a hard edge I don’t love.

I do, however, love the inclusion of some physical buttons, so you’re not pawing through the screen to access every in-car function.

And one final design quirk. I know it looks like it has an old-school bench front seat, but you can’t use it as a third seat in front. Kia says it’s just a design flourish. But it is also somewhere safe to pop your phone or other small valuables to stop them sliding about when you're on the road.

You sit up high in the Musso EV’s driver’s seat, allowing for a clear and commanding view of the road ahead. This is something that buyers of these kinds of vehicles seek as it provides more confidence behind the wheel.

While the hexagonal steering wheel looks cool, it can take a while to get your head around it, especially when turning quickly. Thankfully there are plenty of physical buttons on the wheel for key functions, so it doesn’t entirely reinvent the wheel (pardon the pun…)

Ahead of the driver is a 12.3-inch digital instrument cluster which looks clear and bright. You can cycle through a range of informative pages and while this is good, I’d love to see more customisation and configurability.

The same can be said for the central touchscreen multimedia system. It’s a rather basic system, but that’s not a bad thing because it also means that it’s easy to use. Frustratingly however, the screen takes a while to boot up when you start the ute.

Even though the touchscreen is basic, the majority of owners will likely be using smartphone mirroring for the majority of their time behind the wheel. It’s for this reason that it’s disappointing there’s only the wired form of Apple CarPlay and Android Auto available.

On the flip side though, the wired connection is flawless and it actually charges your phone rather than overheating it like some wireless chargers do.

I’d love to see some more physical switchgear and buttons around the screen because you’re forced to use it for a number of key functions, like the climate control and volume.

Up front the Musso EV is fairly practical. There are two cupholders, plenty of phone slots, a large open section under the centre console, as well as dual bottle holders in the doors.

Moving to the second row you can tell this is a ute that’s based on an SUV. There’s much more space and thought put into the second-row comfort.

At a leggy 182cm I have plenty of room behind my own driving position. In the default position it’s a comfortable spot to be, however you can recline the backrest even further, although you sacrifice legroom as a result. You don’t get features like this in every ute.

In terms of second-row amenities there are two USB-C ports and air vents on the back of the centre console, a fold-down armrest with cupholders, as well as lots of seat-back pockets and bottle holders in the doors.

The tub of the Musso EV is where things get interesting. There’s a damped tailgate with two gas struts that allows for effortless opening and closing.

Once the tailgate is open, the space is decent but not standout for a dual-cab ute. The tub area measures in at 1345mm long, 1515mm wide (1100mm between the arches) and 510mmmm tall. This notably means a standard Australia pallet is a bit too wide for the tub.

Payload in the 2WD is up to 905kg which isn’t too bad for a dual-cab ute, however it drops to 805kg in the AWD.

Towing capacity is where this electric ute suffers the most. It has a braked towing capacity of only 1800kg, which is down considerably over the benchmark 3500kg many of its top-selling rivals can do. There’s also only a maximum towball down load of 180kg, which is limiting.

While this isn’t great, electric utes typically aren’t the most efficient for towing rigs. As a result this limits the Musso EV to more light-duty and lifestyle applications.

Disappointingly there’s no spare wheel at all in this ute. Instead you have to rely on a tyre repair kit which isn’t helpful if you have a proper puncture and not a slow leak.

At 4615mm in length, 1875mm in width, 1715mm in height, and with a wheelbase of 2750mm, the Kia EV5 is roughly the same size as a Tesla Model Y, so if you’re ever sat in the back of the Tesla, you’ll have a fair idea of what to expect here.

Sitting behind my own 175cm driving position, I found I had a heap of knee room, more than enough headroom, and I reckon you could fit three adults across the back seat pretty easily, too.

There are a couple of design flourishes I really like, too. The pull-down divider that separates the backseat is home to two cupholders, which isn’t unusual, but what is new to me is the unique positioning of the USB charge ports, which are in the middle-back of the front seats, right above the storage pocket, so you have somewhere to pop your phone and cable when you're charging.

There is also a deep storage draw between the two front seats. It’s just for extra storage in the Air and Earth, but in the GT-Line it’s heated and cooled, which means hot pies or cold drinks when you’re on the move.

The EV5 might be an all-electric vehicle, but it’s still a mid-size SUV, which means there are certain standards it has to hit to be taken seriously, and one of those is boot space.

Up front there’s 67 litres of space in the fruit, or frunk, while the boot holds 513L with the rear seats in place – that number obviously growing as you begin folding them flat.

It is also a hugely customisable space. There’s heaps of under-floor storage below the removable panels. There’s also vehicle-to-load capability, which takes the form of a standard power point in the boot that can use the vehicle’s battery to power pretty much whatever you want.

Finally, there are adjustable luggage hooks, so you can carry bigger or smaller bags as you wish.

The cheapest EV5, the Air, arrives in two guises, Standard Range or Long Range, and the former is something of a bargain.

It’s the only EV5 to get included on-road costs, and Kia is asking $56,770, on the road. That puts it well below the Tesla Model Y. As of right now, the single-motor Tesla is $60,868, on the road, in NSW.

Next is the Air Long Range, which lists at $61,170, before on-road costs. The EV5 Earth occupies the middle rung, at $64,770, before on-roads, while the yet-to-arrive flagship, the GT-Line, is a considerable $71,770, before on-road costs.

Air models get 18-inch alloys, LED lighting all around, roof racks and power mirrors, while inside there are cloth and synthetic leather seats, with a massage function for the driver, along with a synthetic leather steering wheel and LED interior lighting.

Tech is covered by twin 12.3-inch screens, with a smaller 5.0-inch climate screen sandwiched between them, and there’s in-built nav, a six-speaker stereo and Apple CarPlay and Android Auto.

The Earth then adds 19-inch alloys, gloss black exterior design flourishes and privacy glass, while inside, the seats are now entirely synthetic leather. You also get a second V2L connection, as well as a powered tailgate.

Finally, the GT-Line gets pretty much everything Kia could throw at it, including 20-inch alloys, auto-flush door handles, a panoramic sunroof, two-tone seats which are now billed as offering "premium relaxation", wireless phone charging, fingerprint recognition, a heated steering wheel and an augmented-reality head-up display.

Two-wheel-drive versions of the Musso EV are powered by a single, front-mounted electric motor producing 152kW and 339Nm. Yes, that makes this ute front-wheel drive.

It’s worth noting this is the exact same set-up as the KGM Torres EVX which has also just launched in Australia.

The all-wheel-drive version adds a second electric motor to the rear axle, bumping up total system outputs to 266kW and 630Nm.

The entry-level EV5 Air is available in Standard Range or Long Range guises, both powered by a single front-mounted electric motor, producing 160kW and 310Nm. 

The Standard Range will clip 0-100km/h in 8.5 seconds, while the extra weight of the bigger battery slows down the sprint in the Long Range, taking around 8.9 seconds. 

The Earth is a twin-motor AWD offering, with a motor at each axle, lifting outputs to 230kW and 480Nm, dropping the sprint to a brisk-feeling 6.1 seconds. The incoming GT-Line gets the same powertrain.

All KGM Musso EVs have a BYD-sourced 80.6kWh lithium-iron phosphate (LFP) battery.

It allows for up to 420km of claimed range in the 2WD and up to 380km of claimed range in the AWD, both according to WLTP testing.

The official energy consumption is 23kWh/100m in the 2WD and 26kWh/100km in the AWD. However, in our largely unladen urban testing of the 2WD we saw an average of 20kWh/100km, which is fairly decent for a larger EV, but not outstanding.

Using this, the Musso EV 2WD has a theoretical range of 403km.

The Type 2 CCS combination charge port is on the passenger-side front wheel arch, which is great because it’s kerbside.

Maximum DC charging is 120kW, allowing for a quick charge from 10 to 80 per cent in 36 minutes, whereas maximum AC charging is 10.5kW, allowing for a 0-100 per cent charge in 10.5 hours.

Vehicle-to-load (V2L) is available through the use of an accessory which plugs into the charge port. This allows you to use the ute’s battery to power household appliances, among other things.

The Air Standard Range gets a 64.2 kWh lithium iron phosphate battery, weighing in at a hefty 428kg, which delivers a claimed driving range of 400km. The Air Long Range, the Earth and the incoming GT-Line all share the same 88.1kWh battery, upping the range to 555km, 500km and 470km, respectively.

So, if driving range is at the very top of your must-have list, the Air Long Range is the car for you.

All cars can take 7.0kW home AC charging, while the dual-motor versions are set up for 11kW AC charging. Fast charging. When it comes to fast charging, all models can plug into a 350kW charger, taking them from 10 percent to 80 per cent in less than 40minutes.

As previously mentioned, the Musso EV we tested is a front-wheel drive. Its electric motor doesn’t have the highest outputs, although like all electric motors, peak torque comes on tap from a standstill.

In everyday traffic the acceleration is decent, yet does not stand out when unladen. Load the ute up with stuff in the tub or hook a trailer on the back and it might struggle. Thankfully if you’re after more oomph there’s the all-wheel drive.

There are two drive modes available – Eco and Sport. The former dramatically nerfs initial acceleration to make progression feel naturally tapered and to ensure there’s no front-wheel slip, but as a result it can feel a little sluggish. The latter however gives you everything and can create some light front-tyre spin if you’re too eager with the throttle.

You’re able to select from a number of different regenerative braking modes which feeds kinetic energy back into the battery pack. None of them offer a one-pedal driving mode, meaning you’ll still need to use the brake pedal to come to a complete stop.

This mimics the braking experience of a hybrid vehicle, which likely feels more comfortable and natural for drivers of internal combustion engine (ICE) vehicles.

Once you get your head around the hexagonal steering wheel, the steering feel itself is on the lighter side, but it still feels direct. As a result, it’s fun to chuck this ute around.

However, you can’t escape just how big this ute is, especially when parking and doing three-point turns. It measures almost 5.2m long, which is slightly shorter than a Ranger but still not compact.

Unlike many traditional dual-cab utes, this electric ute is based on a monocoque chassis, rather than a body-on-frame chassis. Additionally, the rear suspension is a multi-link set-up rather than a leaf spring set-up.

As a result, this makes the driving experience more like an SUV that prioritises passenger comfort than a ute that prioritises outright payload and towing capacity.

Around town the ride is supple but still has a firm edge, especially over the rear, even when unladen.

Smaller-than-average 17-inch alloy wheels wrapped in chunky tyres with thick sidewalls smooth out some bigger bumps.

A nifty feature this ute has is self-leveling rear shock absorbers. It’s able to pump up the rear end when you’ve got a heavy load in the tub, or if you're towing a trailer, in order to create a flat ride height. This is great as you won’t be dazzling oncoming cars with your headlights.

From a noise, vibration and harshness (NVH) standpoint, this ute is largely quiet around town. Despite this, there’s an annoying pedestrian warning sound that plays under 33km/h and can intrude into the cabin.

At higher speeds there is a fair bit of road noise which is amplified by the lack of ambient engine noise. There can also be occasional wind noise buffeting from the bonnet flourishes.

First things first – I spend most of my time behind the wheel of the EV5 Earth, which though it shares its dual-motor powertrain with the GT-Line, is actually the fastest of the lot owing to the extra weight of Kia's flagship.

That means zero to 100km/h in just over six seconds, and trust me when I say this, that is more than fast enough. I know you read about EVs knocking off the sprint to 100km/h in supercar-besting times, but you don't need that sort of crazy acceleration in a family-focused mid-size SUV.

Actually, forget needing, you don't want it. The EV5 feels more than punchy enough, without shaving years off your life every time you plant your foot.

Fit for purpose, then, which is exactly how I'd describe the rest of the EV5's very good drive experience. Kia's Australian ride and handling wizards have once again had their way with the EV5, and the result is an EV that handles most everything Australian road surfaces can throw it at it with ease.

Surprisingly, it's maybe not quite as dynamically sharp as the bigger EV9, but it's always comfortable, without feeling floaty or disconnected, and it will happily grip its way around tighter corners without tipping from side to side, either.

There are a couple of small quirks, though. The first is the steering, which is definitely responsive and confidence inspiring, but it also has a kind of artificial weight or heaviness at times that feels a bit disconnected from what's happening beneath the tyres. And the cabin can be a little noisy through wind, too.

But these are small beans, really. The EV5 is comfortable and capable, and without the harsh ride or too-sharp steering that can be found in some of its rivals.

We drove it for hours across all sorts of road surfaces, and in all sorts of conditions, and found very, very little to complain about.

Every EV5 gets a comprehensive safety offering, including 'Advanced AEB' that includes junction crossing, lane oncoming and lane changing alerts. There’s rear-cross-traffic alert, semi-autonomous highway cruising and a whole heap more.

If you want a blind-spot view monitor, surround-view monitor or remote park assist, you’ll need to spring for the GT-Line.

The EV5 hasn’t been crash-tested yet, but Kia will be shooting for the maximum five-star ANCAP rating.

The Musso EV is covered by a seven-year, unlimited-kilometre warranty as standard, whereas the high-voltage battery is covered by a 10-year, unlimited-kilometre warranty.

KGM is yet to confirm servicing intervals or pricing.

There are 66 KGM dealers and service centres around Australia. The majority are spread over the eastern seaboard, however, there is generous coverage in many regional areas.

The EV5 is covered by Kia’s seven-year, unlimited-kilometre warranty, and you can prepay your servicing costs, too.

Three years will set you back $980, five years is $1535 and the full seven years will set you back $2431 ($347 per workshop visit), which is category competitive.