Kgm Musso Ev vs LDV Deliver 9

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.

It has its flaws, like any vehicle, but it’s not as far away from segment leaders in terms of refinement and performance that its bargain-basement pricing might suggest. Whichever way you look at it, this is a lot of van for not a lot of money.

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 imitation is the greatest form of flattery then Ford should be blushing, because the Deliver 9 appears to draw a lot of exterior design inspiration from the Transit van. It’s a substantial vehicle, as they tend to be in this weight division, with a 3750mm wheelbase and 14.2 metre turning circle, length of almost 6.0 metres (5940mm) and width of 2466mm. Its 2535mm height excludes it from underground and shopping centre carparks with typical height limits of 2.2 metres.

The rear-wheel drive chassis construction is simple and robust, with MacPherson strut front suspension, multi-leaf live axle rear suspension with supplementary rubber cones to boost support of heavy loads, rack and pinion steering and four-wheel disc brakes. There’s also ample use of hard-wearing black plastic on lower body sections where most scrapes and dents appear.

The cargo bay is accessed by one kerbside sliding door and dual rear-barn doors with 180-degree opening. The walls are lined to mid-height and there’s no roof lining. Bright LEDs provide ample lighting and even though our test vehicle was not the high-roof model, there was enough headroom for tall adults to stand without stooping. 

The cabin has a spacious and airy feel, even with a crew of three aboard, thanks largely to a banana-shaped dashboard with ends that curve towards the windscreen providing wide entry access and passenger legroom which is unusually generous for a commercial van.

The cabin has higher-grade look than you would expect at this price, with a tasteful two-tone blend of light/dark grey plastics and faux carbon fibre inserts on the dash along with comfortable, supportive seats with quality-feel fabrics.

However, there is room for improvement, as there’s no cargo protection for driver and passengers, no driver’s left footrest, crackly AM radio reception (too bad if you like talkback) and a poor-quality image projected by the reversing camera.

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.

Its 2358kg kerb weight and 4000kg GVM leaves a competitive maximum payload of 1642kg. It’s also rated to tow up to 2800kg of braked trailer but given the GCM figure (or how much you can legally carry and tow at the same time) is not published, we can’t tell you how much payload it can legally carry while towing that weight. 

We struck a similar problem testing a G10 LDV van as far back as 2017, when LDV could not provide the GCM despite a direct approach to the factory in China. Why such a fundamental figure must remain secret is a mystery to us and could be a deal-breaker if you need to tow and carry.

The cargo bay offers a competitive 10.97 cubic metres of load volume. Its load floor’s 3413mm length, 1800mm width and 1366mm between wheel housings means it can easily carry two 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of eight sturdy load anchorage points. There’s also a small cave above the cabin which is ideal for carrying straps, ropes, load padding, tarps etc.

There’s more than ample cabin storage too, with large-bottle holders and two levels of storage in each front door, numerous nooks of different shapes and sizes across the dashboard including a driver’s cup holder, plus a single glove-box and large overhead storage shelf with central sunglasses holder.

Pivoting the two passenger seat base cushions forward reveals another big storage area beneath them. The centre seat backrest also folds down to reveal a handy work desk on the back if it, which includes two cup holders. Overall, there’s smart use of space here.

Our test vehicle is the long wheelbase mid-roof, which is part of a three-model Deliver 9 range offering mixed wheelbase and roof height combinations. According to local distributor Ateco, the van’s unusual name has no real significance beyond the fact that in China it’s sold as the V90, so given Volvo’s existing V90 nomenclature, LDV changed the name to Deliver 9 in export markets.

Available only with a 2.0 litre turbo-diesel engine, the standard transmission is a six-speed manual or there’s the optional six-speed automatic like our test vehicle, which has an RRP of $44,726. Needless to say, that’s a massive saving compared to top-selling van rivals like the Ford Transit 350L LWB RWD auto at $54,090 and Mercedes-Benz Sprinter 314 CDI LWB RWD auto at $66,240.

Colour choice is limited to Blanc White or Pacific Blue. It comes equipped with 16-inch steel wheels and 235/65R16C tyres with a full-size spare, plus checker-plate-pattern rubber flooring throughout, LED cargo bay lighting, big truck-style power adjustable and heated side mirrors with indicators, seating for three including an eight-way adjustable driver’s seat with fold-down inboard armrest and an multimedia system with big 10.1-inch touchscreen, two USB ports and Apple CarPlay (but no Android Auto) to name a few. There’s even a rare and endangered cigarette lighter and ashtray.

LDV also offers a $1500 options pack which adds 236-degree rear door opening (except mid-wheelbase model), blind-spot monitoring, lane-change assist and remote keyless entry with push button start.

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.

LDV’s Euro 5-compliant 2.0-litre four-cylinder turbo-diesel produces 110kW at 3500rpm and 375Nm between 1500-2400rpm, which is adequate but not class-leading. It also offers a choice of Eco and Power driving modes and auto stop/start. 

The six-speed torque converter automatic is smooth-shifting and easy to use. It also has the option of sequential manual-shifting which can be handy at times when hauling heavy loads, particularly in hilly terrain to save the transmission from continually hunting for gears.

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 dash display was showing an average combined figure of 11.0L/100km at the end of our 290km test, with the auto start/stop function disabled and about a third of that distance hauling maximum payload. Our figure crunched from fuel bowser and tripmeter came in at 12L/100km, so you could expect a real-world driving range of around 660km from its 80-litre tank.

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.

It’s pleasantly civilised to drive unladen, even on bumpy roads. With rock-hard tyre pressures (front 51psi, rear 71psi) recommended for load-carrying, the unladen ride remained disciplined and relatively smooth, so LDV has done a good job with the suspension tuning.

We were also pleasantly surprised by the low internal noise levels, not only in city and suburban driving but also at highway speeds. We can only assume that the load floor’s thick rubber flooring, which also covers the rear wheel housings, is effective in reducing the higher noise levels typically experienced in vans without cabin bulkheads like this one.

There are clear eye-lines to the door mirrors and the view through the rear doors using the central mirror is also uncluttered. There’s evenly-balanced elbow support for the driver between the fold-down inboard armrest and door moulding. However, we did miss having a left footrest.

With maximum torque available across a broad band between 1600-2400rpm, the engine displays good flexibility in city and suburban driving, even though it lacks the instant punch of rivals like the Transit’s stellar 2.0 litre EcoBoost engine when operating in its peak torque zone. The engine only needs 2000rpm at 100km/h and 2250rpm at 110km/h, but the degree of push required on the accelerator pedal to maintain it feels like it’s punching above its weight a little in either drive mode.

Our only major gripe is the adaptive cruise control. Usually these systems will automatically resume their pre-set speed, after being given clear road ahead following a lane change from behind a slower vehicle. However, our test vehicle required tapping the accelerator each time a lane change was made to resume the set speed. It also required this reset technique after downhill braking, so some refinement here would be welcome.

There’s no ANCAP required in the 3501-800kg GVM class but it comes well equipped for the money with AEB, lane-departure warning, reverse parking sensors and wide-view reversing camera, hill-hold assist, adaptive cruise control and stability control. There’s also driver and passenger front, side and curtain airbags. No cross-traffic alert but blind-spot monitoring and lane-change assist are available as part of the previously mentioned options pack.

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.

LDV’s national network of 82 dealers inspires more confidence than the three years/160,000km warranty, which is less than the major players – but then its purchase price is much lower too. Scheduled servicing is six months/5000km then 12 months/35,000km whichever occurs first and 12 months/30,000km after that. Capped-price servicing program of $1895 covers the first three years or 95,000km whichever occurs first.