Kgm Musso Ev vs Volkswagen Tayron

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.

So, does the new Volkswagen Tayron 195TSI R-Line sink or swim? It's definitely swimming as it delivers a solid blend of features and comforts for families seeking a 'sometime' seven-seater. It's not yet on the podium as it doesn’t hit every mark. Purchase price and servicing costs may put some buyers off but it packs in a number of thoughtful, family-oriented features. Whether it will go on to become Volkswagen’s standout seven-seat offering remains to be seen, but it’s a capable, well-rounded option in the segment.

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.

The Tayron has a robust silhouette but avoids tipping into boxy territory. Its long wheelbase is balanced well by the overall shape and the large 20-inch alloy wheels give it a planted, purposeful stance. It’s a pleasant-looking family SUV, though it stops short of being particularly distinctive. Beyond the illuminated Volkswagen badges (which are a genuine highlight and lend the Tayron some subtle Tron-like flair) the design is fairly unassuming.

Inside, the Tayron makes its strongest impression after dark. Multiple illuminated panels with galaxy-like patterns add depth and visual interest, giving the cabin a sense of atmosphere that’s largely absent in daylight. There’s a reassuring mix of soft-touch surfaces and materials throughout. Suede-like microfleece and leather elements are used generously, contributing to a cabin that feels well made.

The black headliner is a win when you have kids but interestingly for a top-spec grade, there is no sunroof. The R-Line leather steering wheel looks the part and feels good in hand but aside from the expansive digital displays, the cabin lacks a clear focal point. A little more personality would have gone a long way toward elevating the cabin space.

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.

The Tayron’s cabin hits most of the right notes for a three-row family SUV. Space is strongest in the front and middle rows, with generous head and legroom accommodating taller passengers without issue. That said, the narrow centre armrest means the driver and front passenger end up quietly competing for elbow room on longer drives.

The electrically-adjustable front seats are the most comfortable place to be, particularly over distance. With heating, ventilation, massage and strong lumbar and under-thigh support, they reinforce the sense that this is the flagship grade.

Storage up front is more mixed. The door bins and glove box are on the larger side, but the centre console leans more towards tray than box. While the ‘hideaway’ dual wireless charging pads are a clever idea, accessing them means clearing whatever you’ve placed on the shelf above. A small drawer to the right of the steering wheel is a useful touch, though, and works well for a garage remote or wallet.

The second row is firmer and more bench-like, with seat backs that don’t offer much support in corners. Heated outboard seats are a welcome inclusion, but, much like the Tiguan Allspace, there are noticeable gaps of around 12cm between the seats and the doors. While the Tayron offers three top-tether anchor points across this row, fitting three child seats side by side would be challenging.

That said, amenities in the second row are plentiful. The transmission tunnel is relatively low, foot space is generous, and there’s no shortage of features to keep younger passengers comfortable. Map and device pockets, dedicated climate controls, two USB-C ports, retractable cupholders and manual sunblinds all feature. The sunblinds, in particular, are a road-trip essential when travelling with kids or a sleeping baby. The only frustration is that the climate and seat heating controls can occasionally lock, requiring access via the front touchscreen.

The third row is kid-coded because of the access and available legroom. There’s no footwell as the seat base sits fairly close to the floor, so knees are up. There are also no amenities aside from a single cupholder, so any novelty will quickly wear off even for younger kids.

Much of the Tayron’s functionality runs through the large 15-inch multimedia display, including climate control. The screen offers clear graphics and is mostly responsive, though some lag can occur on start-up. Built-in navigation is standard, along with wireless Apple CarPlay and Android Auto. CarPlay maintained a consistent connection and pairing was straightforward.

Practicality is rounded out by a well-shaped boot. With all seats in use, there’s 345L of cargo space which is enough for school bags and a grocery run. Fold the third row and capacity expands to 850L, which is better than several key rivals. The squared-off load area makes it easy to stack gear, and it comfortably swallowed a nine-year-old’s BMX bike and scooter without needing to fold the second row, which benefits from a versatile 40/20/40 split.

All grades come with a space-saver spare tyre, which is far preferable to a repair kit, and the R-Line adds a hands-free powered tailgate. Deep side pockets flanking the height-adjustable boot floor and a 12-volt socket round out a cargo area that feels genuinely family-friendly.

A hybrid version of the Tayron is expected later this year, but for now Volkswagen is launching the model with three petrol engines across three grades. We’re family-testing the flagship 195TSI R-Line, which sits at the top of the range and offers the most power, priced at $73,490, before on-road costs.

That places it towards the upper end of its immediate rivals. The Kia Sorento GT-Line and Skoda Kodiaq RS come in more affordably, at $66,290 and $69,990, respectively, while the Toyota Kluger Grande jumps well beyond at $85,135, before on-road costs.

On paper, the Tayron doesn’t dramatically out-spec its competitors, which means its value equation doesn’t immediately leap out. Particularly as it’s also more expensive than the Tiguan Allspace it replaces, which won’t thrill some prospective buyers.

That said, there is little to want for with the R-Line, which will soften the sting. The cabin is generously appointed, with 12-way electric front seats featuring three-position memory, heating, ventilation and a massage function. Upholstery is finished in Varenna leather, paired with a mix of suede-like microfleece and synthetic leather trims. Second-row outboard seats are heated, as is the R-Line leather steering wheel and a 30-colour ambient lighting system adds a noticeable lift to the cabin at night.

Technology plays a central role, with a large 15-inch multimedia display joined by a 10.25-inch digital instrument cluster and a colour head-up display. The system runs Discover Pro Max navigation and includes a voice assistant function, wireless and wired Apple CarPlay and Android Auto, Bluetooth connectivity and a 10-speaker Harman Kardon sound system covering AM, FM and digital radio.

Elsewhere, the R-Line includes a 360-degree camera system with a cleaning function, although image clarity is slightly underwhelming for a vehicle at this price point. Owners also receive a complimentary five-year subscription to Volkswagen’s 'GoConnect' app, which provides live vehicle status, location tracking, trip data, warning notifications and direct dealership communication.

Day-to-day practicality hasn’t been overlooked. There are manual sunshades for the second row windows, three-zone climate control, two 15W wireless charging pads, four USB-C ports, and two 12-volt sockets. A hands-free powered tailgate and a space-saver spare tyre round out a feature list that, while not segment-leading, is thorough and well considered.

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.

For now, the R-Line sits at the top of the Tayron range and is the most powerful version available. It’s powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 195kW of power and 400Nm of torque, paired with a seven-speed auto transmission and all-wheel drive.

In isolation, and particularly against its key petrol-powered rivals, those figures stack up well. For everyday family duties, the combination feels suitably polished.

With a 2500kg braked trailer towing capacity, it's competitive for this segment and will be sufficient for many families towing medium-sized toys. That said, buyers coming from, or expecting, a Touareg replacement may notice the difference. The Tayron doesn’t match the larger SUV’s 3.5-tonne towing capability. And the larger capacity will be missed.

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.

Some of the Tayron’s key rivals lean on mild-hybrid assistance to improve fuel efficiency, and on paper they offer an advantage in this area. By comparison, the Tayron 195TSI R-Line sticks with a conventional petrol powertrain, so its efficiency figures are largely in line with what you’d expect given its size, weight and performance.

Volkswagen claims a combined (urban/extra-urban) fuel cycle figure of 8.6L/100km for this grade. With a 58-litre fuel tank, that translates to a theoretical driving range of up to 698km. In real-world use, after a mix of longer highway driving and some urban running, I recorded an average of 9.3L/100km, which feels reasonable rather than surprising.

Efficiency is an important consideration for families, particularly in this segment and it will be interesting to see how the upcoming hybrid powertrain performs once it arrives. For now, the R-Line’s fuel consumption feels broadly consistent with its output, even if it doesn’t lead the class.

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.

The R-Line’s engine is the standout in the Tayron range. It delivers solid, usable power with enough in reserve to make overtaking straightforward, particularly at highway speeds. While it doesn’t have the same effortless surge as the larger Touareg, it performs where it matters for everyday driving.

There is an occasional shudder through the front suspension and steering when entering a roundabout or turning off on a hill. It’s brief when it occurs, but noticeable and not something you expect to feel regularly in this class.

Suspension tuning is on the firmer side, though overall ride comfort remains acceptable. The Tayron provides decent road feedback without feeling unsettled or harsh. At higher speeds the cabin can sound slightly tinny, but around town it remains quiet and composed.

Steering response is direct without being heavy. The Tayron corners confidently for a vehicle of this size, but there is some body roll, which is most apparent for passengers in the back rows.

Forward and side visibility are strong, helped by a high seating position and unobtrusive pillars. Rearward visibility becomes more limited when the third row is in use, and a digital rear-view mirror would be a worthwhile addition.

With a 12.1m turning circle, the Tayron can feel large in tighter car parks, though it’s otherwise easy enough to park. The 'Park Assist' function and 360-degree camera system helps, even if image clarity falls short of what you’d expect from a flagship grade.

The Tayron carries a fresh maximum five-star ANCAP rating from 2025, with strong results across the board - 87 per cent for adult and child protection, 83 per cent for vulnerable road users and 85 per cent for safety assist systems. Nine airbags come as standard, including side-chest protection for the front and middle rows, something often reserved for the front seats alone and side curtain airbags extend across all three rows.

The suite of driver-assistance systems is comprehensive. Features include blind-spot monitoring, lane keeping aid, lane departure alert, side door impact protection, driver attention monitoring, traffic sign recognition, side exit warning, front and rear cross-traffic alert and forward and rear collision warning with emergency braking. The emergency braking system is sensitively tuned, though, and can be triggered by minor obstacles like leaves on the road, leading to the occasional mini heart attack while parking.

Adaptive cruise control with stop-and-go functionality is reasonably well calibrated. The middle row benefits from ISOFIX child seat mounts and three top-tether anchor points, though the third row misses out entirely. Emergency call capability is also absent.

Autonomous emergency braking covers vehicles, cyclists, motorcyclists and pedestrians and is operational from 4.0-250km/h.

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 Tayron is covered by Volkswagen's five-year/unlimited km warranty which is a shorter term than a lot of its rivals.

You can pre-purchase a three- or five-year servicing plan at $2207 or $4098, respectively, which isn’t as affordable as some rivals but does include roadside assistance. However, at the time of writing, the five-year price was set at $3550.

Servicing intervals are well spaced at every 12 months or 15,000km, whichever occurs first, with servicing available at any of VW's 118 official service centres nationwide.

The Tayron only accepts a minimum 95 RON unleaded petrol, which might sting a little with regular fill-ups.