Kgm Musso Ev vs Renault Scenic E-Tech

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 Renault Scenic E-Tech is lining up against some heavy-hitting competitors, but Renault Australia admits it has one top of mind - the Kia EV5. The Kia’s a quality package and if you’re in the market for a mid-size electric SUV, you’ll no doubt have it on your shopping list. And you should have a look at this slightly smaller car, as well. It has the refinement, practicality and safety to stand up confidently in a rapidly expanding segment.

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

There are some design tips of the hat to Scenics past in this latest electric version, including blacked-out door pillars and a recognisably angular C-pillar treatment.

But despite the fact it debuted at the Munich IAA Motor Show in late 2023, from its slimline headlights and jagged grille to its sculpted flanks and saw tooth rear end, this fifth-generation Scenic looks contemporary from every angle.

A highlight is the large Renault diamond logo sitting at the centre of a faux upper grille, surrounded by a multitude of the same elongated hexagon shape as a cool recurring graphic, the pattern merging neatly into the headlights.

Speaking of which, the LED beams can be set to produce an elaborate welcome sequence as you approach the car.

The interior feels slick and screen-rich but not at the expense of user-friendly physical controls for audio, ventilation and other commonly used functions.

Recycled fabric on the dashboard and headliner looks and feels good while doing its bit to suppress cabin noise.

Speaking of which, the Scenic is Renault’s poster child for the use of recycled materials in its construction and end of life recyclability.

Everything from ferrous components consisting of 37 per cent recycled materials to a bonnet and doors made of up to 80 per cent recycled aluminium.

The dashboard cowling is made from kenaf, a plant fibre similar to jute; the steering wheel cover is 51 per cent bio-sourced; the cockpit uses 26 per cent recycled plastic; the storage bins in the door panels are 45 per cent recycled fibre, the floor mats are 54 per cent recycled plastic bottles and the seat upholstery is 100 per cent recycled fabric. The list goes on and on, but you get the idea.

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.

In terms of how it all works in practice, at just under 4.5m long, close to 1.9m wide and less than 1.6m tall with a 2785mm wheelbase, the Scenic is more compact than the larger BYD Sealion 7 or Zeekr 7X, for example.

But there’s plenty of breathing room up front, with the centre screen angled towards the driver enhancing the cockpit feel for the one doing the steering.

There are large carpeted bins in the doors with room for bottles and a lidded storage box between the seats doubles as a centre armrest. That lid slides forward by 70mm to cover a small storage cubby under the front of it, which is a handy trick.

Locating the gear selector on the right-hand side of the steering column liberates extra space for a centre cupholder and large console storage bin. There’s a generous glove box and a wireless smartphone charger under the centre screen includes a rubberised base and two lugs to stop devices sliding around. Power and connectivity runs to two USB-C ports and a 12-volt socket.

Moving to the second row, sitting behind my 183cm driving position, while toe room is a little tight (with the driver’s seat set low down), there’s heaps of leg and headroom as well as enough shoulder room (and foot room thanks to a flat floor) for three adults on short to mid-length trips. A pair of adjustable centre air vents is also a welcome inclusion.  

Storage includes door bins (again with room for bottles), large and device-sized pockets on the front seat backs and the pièce de résistance is the evocatively named ‘Ingenious armrest’, which includes a storage area and two cupholders at the base of articulated horizontal arms that allow passengers to mount a phone or tablet at various angles in rubberised slots for joint or solo viewing.

It is, indeed, ingenious and four USB-C plugs (two in the armrest, two near the air vents) mean back-seaters won’t be short of power options.

Boot volume with the rear seats upright is useful at close to 545 litres (VDA), expanding to around 1670L with the 40/20/40 split-fold second row lowered. A power tailgate is standard across the range.

There are bag hooks, tie-down anchors, lighting and a 12-volt socket back there, although for V2L (vehicle to load) functionality you’ll need an accessory adapter to plug into the charge port.

Maximum braked trailer towing capacity is a handy 1100kg, but there’s no spare tyre, only a repair/inflator kit, which isn’t good enough.

The Scenic E-Tech starts from $55,990, before on-road costs, for the entry-grade Techno. Then there’s the Techno Long Range for $59,990, BOC, while the flagship Esprit Alpine comes in at $65,990.

That’s sharp relative to competitors and follows the brand getting a reality check with the Megane E-Tech after it launched here in late 2024, Renault shaving $10,000 off its price only a few months later.

Equipment highlights across the line-up include a 12-inch multimedia touchscreen, a 12.3-inch driver display, sat-nav, adaptive cruise control, a 360-degree surround-camera view, all LED exterior lights, wireless Android Auto and Apple CarPlay and six-speaker Arkamys audio.

There’s also dual-zone climate control, an electric tailgate, auto-folding side mirrors, cloth upholstery, heated front seats and steering wheel, 48-colour ambient interior lighting, keyless entry and start and 19-inch alloys (on the Techno models).

Then you can fold in over-the-air updates, access to remote services via the ‘MyRenault’ app and Google In-Built that enables voice-control for up to 70 car functions.

The Esprit Alpine ups the ante with 20-inch rims, nine-speaker Harman Kardon audio, synthetic leather and cloth seat trim, six-way power adjustment (with memory settings) for driver and front passenger seats, a massaging driver’s seat, brushed metal pedal covers and facial recognition for seat and mirror settings.

In short, the Scenic is well-equipped relative to its competitive set and cost of entry, with Renault confirming there are mainly demonstrator cars in dealers at the moment, with the majority of stock landing in late May or early June this year.

There are three optional paint choices - metallic ($800), two-tone ($1000) and matt ($1200), the latter exclusive to the Esprit Alpine.

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.

Like its Megane E-Tech sibling, the Scenic E-Tech uses an excited synchronous motor which Renault says is more efficient than the more commonly used permanent magnet type, with the bonus that it uses no rare earth materials.

The entry-level Scenic E-Tech Techno's fitted with a 60kWh NMC battery. Its electric motor transfers 125kW and 280Nm to the front wheels and Renault claims a 0-100km/h time of 8.6 seconds.

The Techno Long Range and top-spec Esprit Alpine pack an 87kWh battery and a more powerful motor, raising outputs to 160kW/300Nm and lowering the 0-100kmh sprint time to 7.9 seconds.

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.

Official energy consumption numbers for the combined (urban/extra-urban) cycle are close between the two powertrains at 16.3kWh/100km for the Techno and 16.8kWh/100km for the Techno Long Range and Esprit Alpine, which are bang on average for the class.

Range for the standard Techno is 430km, which is at the lower end of expectations for a medium electric SUV but adding the bigger battery pushes that number out to 625km, which is much healthier and useful day-to-day.

On the launch drive program, which took in some urban but mostly rural B-road running, we saw an average consumption figure of 17.1kWh/100km in the Esprit Alpine, which is pretty good in those conditions.

The car’s 400V electrical architecture allows for DC charging at up to 130kW for the entry model and 150kW for the bigger-battery variants.

At that speed, claimed 15-80 per cent charge times are 32 and 37 minutes, respectively. Not the best, not the worst. AC charge capability is 11kW on all models and a Mode 3 charging cable is included.

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.

Renault says the entry-grade Scenic Techno will accelerate from 0-100km/h in 8.6 seconds with the more powerful Techno Long Range and Esprit Alpine lowering that number to 7.9sec. So, it’s quick without being scary fast.

It’s certainly nippy in traffic and at the risk of stating the bleeding obvious, quiet. Even in the context of premium EVs the Scenic is quiet and refined.

Suspension is strut front, multi-link rear and the car feels super planted. The launch drive took in some reasonably rapid twisting corners and there’s no hint of lateral movement in the car. Body roll is minimal, too.

Tyres are energy-efficient Michelin e.Primacy (Techno - 205/55x19 / Esprit Alpine - 235/45x20) and the steering is quick with a relatively low number of turns lock-to-lock. It’s never jerky or too sharp. Rather, it means the car starts to turn into a corner the instant you apply steering lock.

That said, the feel between your hands on the wheel and the front tyres on the road is less than intimate.

There are four drive modes - ‘Comfort, ‘Eco’, ‘Sport’ and ‘Custom’. None of them adjust the suspension tune, it’s more about accelerator response and we found Comfort delivers the best blend of right-foot urgency and overall composure.

Most of the braking you’re going to do will be courtesy of the regenerative system and there are five levels, adjustable via steering wheel paddles, including the most aggressive single-pedal mode.

The one-pedal setting pulls the car up nice and progressively and if you do need to use the physical brakes, they’re ventilated discs all around. Some bite on initial application, but even on downhill corner sections, leaning on them quite hard, they perform well without drama.

Under the heading of miscellaneous observations, you can sense the ADAS (Advanced Driver Assistance Systems) including functions like lane-keeping assist doing their thing occasionally, but it’s all quite subtle, which is a good thing.

The Esprit Alpine’s sports front seats remained grippy and comfortable after a couple of hours behind the wheel. And it’s worth noting the Scenic’s relatively compact 10.9-metre turning circle helps in slow-speed manoeuvring.

Speaking of which, some of the modes in the audio system and external warning sounds for pedestrian safety have been designed by French composer and performer Jean-Michel Jarre, noted for his electronic, ambient-style music. Hats off to Renault for commissioning him.

The Scenic E-Tech has a maximum five-star ANCAP rating from assessment in 2022 with active crash-avoidance tech including AEB (with pedestrian and cyclist detection and junction assist), adaptive cruise control, lane departure warning and lane-keep assist, blind-spot detection, traffic sign recognition, a 360-degree camera view, rear cross-traffic alert, driver fatigue monitoring and tyre pressure monitoring as well as front, side and rear parking sensors.

If a crash is unavoidable, there are seven airbags onboard including a front centre bag and for child seats there three top-tether points across the second row with ISOFIX anchor in the outer positions.

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.

Warranty is five years/100,000km, which is well off the market pace with many competitors at seven, eight and up to 10 years conditional. The battery warranty at eight-year/160,000km matches the market.

Roadside assistance is included for five years, service is recommended every 12 months/30,000km and fixed price servicing is available at a reasonably sharp average of $325 per workshop visit for the first five years.

Renault has 52 dealers across the country covering major cities and key rural areas.