Kgm Musso Ev vs Volvo XC40

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 Volvo XC40 Recharge Twin Motor is a cute small electric SUV that offers a decent specs list and a sweet urban driving experience. It’s not the nicest ride on a longer journey but it does have a decent range to be able to tackle one, if needed. I didn’t love the interior design but there’s lots the XC40 gets right.

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 XC40 Recharge sees some design changes from its fuel-based counterparts and that’s mainly seen in the front because you get a body-coloured panel instead of a standard grille. The 20-inch alloys feature a chunkier-looking design but the front still boasts the cool ‘Hammer of Thor’ headlights (which I'm rather fond of).

The interior is where the electric powertrain loses me because the fuel-based equivalent is so much nicer inside with its leather-accented upholstery and trims.

It's lovely that there has been a conscious effort to use recycled materials and non-leather upholstery throughout but I'm left with the strange-feeling that synthetic seats don’t reflect the grade or price level of this car. 

Other than the cool-looking topography inserts on the dash and front doors and the 9.0-inch vertical multimedia system, it’s pleasant but a little basic in the cabin. Which is shame because the exterior is cute as hell.

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.

Front passengers enjoy the most space and I have plenty of head- and legroom up front. It’s a really easy car to get in and out of and the individual storage is very good for the class. 

Front passengers enjoy a glove box, middle console with a removeable bin, two cupholders, utility tray and skinny drink bottle holders in the storage bins in the doors.

In the rear, passengers get map pockets on the backs of the front seats, two cupholders in the fold-down armrest and small storage bins in each door.

The synthetic leather-trimmed seats look neat and tidy but are very hard in the cushion, which makes them a tad uncomfortable on longer trips. The rear seats are much the same.

Charging options throughout the car are good with the front enjoying a 12-volt port, two USB-C sockets and a wireless charging pad to choose from. The rear also gets two USB-C ports and there's another 12-volt outlet in the boot.

The rest of the technology is easy to use once you spend some time with it. The 9.0-inch touchscreen multimedia system features built-in Google Maps, Assistant and Play Store apps, as well as, YouTube.

The 12.0-inch digital instrument panel isn’t customisable but I like the way it pulls through the satellite navigation screen and directions.  

Because of the dual-motor powertrain, your boot capacity drops to 419L from 452L for the single-motor variant. It is large enough for my grocery shop and random errands and you can fold the floor up to create a deep storage well for additional space. Fold the 60/40 split-folding rear seat and available space expands to 1295 litres.

I don’t like the hardened cargo liner, it feels and looks a little cheap, but I do like the powered tailgate. There’s also handy frunk storage of 31L, which is perfectly sized for any charging cables you will have.

There are two powertrain options in the XC40 family, a mild-hybrid or pure electric. The latter gets two variants and we’re in the top-spec Recharge Twin Motor, which is priced from $85,990, before on-road costs. This positions it in the middle of its nearest rivals but in its family line-up it’s a big $23K jump from its Ultimate B4 AWD combustion equivalent.

The standard features list for the XC40 is robust and there are some great premium features, like the electrically-adjustable and heated front seats with extendable under-thigh support and electric lumbar control.

A panoramic sunroof makes the cabin feel light and airy, the rear outboard seats have heat functions and the driver enjoys a heated steering wheel. You also get a premium 13-speaker Harman Kardon sound system in the Twin Motor.

Other premium features include pre-entry and after-park climate control (perfect for those super-hot days) and a hands-free powered tailgate.

Technology highlights include a complimentary four-year subscription for the built-in Google Assistant, Google Maps and Google Play Store which are accessed via the portrait-style 9.0-inch multimedia touchscreen.

There's also access to apps like YouTube, which delighted my seven-year old and would be handy on any charging stints for some diversion. It's surprising there isn't wireless functionality for Apple CarPlay and Android Auto but they can be hooked up via cable.

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 XC40 Recharge Twin Motor features two electric motors which are powered by a large 82kWh lithium-ion battery and produce a combined power output of 300kW and 670Nm of torque.

Which is downright fun because it can do a 0-100km/h sprint in just 4.8-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.

The official energy consumption figure is 19kWh/100km and I averaged 19.2kWh over a fair mix of urban and open-road driving. The energy consumption isn't bad but some rivals do sit closer to that 16.5kWh mark.

The official driving range is up to 485km for this model but I only ever saw a top range of 410km. That's not terribly surprising given I wasn't shy with the power use but there was a little bit of range anxiety on longer trips.

The XC40 Recharge Twin Motor has a Type 2 CCS charging port which means you can benefit from faster charging speeds. On an 11kW AC charger you can go from 0-100 per cent in eight hours but on a standard three-pin house plug socket expect that wait time to go up significantly.

On a DC fast charger expect to go from 10-80 per cent in as little as 33-minutes.

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.

Like the Polestar 2 there’s no ignition button on the XC40. You shift into drive to ‘turn on’ and after you park, you simply get out to turn it off. It takes a little while to get used to but it’s a cool feature. 

The twin motors deliver a hefty kick and you never worry about not having ‘enough power’. In the city it’s zippy but on the open-road you also feel comfortable getting up to speed or overtaking because the power distribution is so well-balanced because it’s an AWD.

I customised my steering wheel ‘feel’ to firm and it makes the handling crisp and direct. You feel like you’re in total control whenever you have to tackle be it tight streets or small car parks.

The blind-spot visibility is compromised by how wide the B and C-pillars are and I find that I'm relying a lot more on the blind-spot monitoring system to compensate.

The XC40 loses a few points for me in terms of ride comfort. As mentioned, the seats aren't terribly comfortable but the suspension is hard enough that you notice every bump, as well.

Road noise is also quite pronounced and it doesn’t sound refined when you drive at higher speeds, which is a shame. The flip-side, though, is that you don’t notice those things as much on short, urban trips.

The standard regen braking isn’t customisable and you don’t notice it until you switch over to a 'one-pedal' function. I found this function uncomfortable to use as it’s very aggressive and creates a jerky driving experience. 

Because of its 4440mm length and tiny 11m turning circle, you won’t struggle in a car park! The 360-degree view camera system and front and rear parking sensors make it easy to navigate a tight spot.

This is a joy to park. It’s so easy.

The XC40 has a long safety features list but a standout is the Volvo designed 'Side Impact Protection System' (SIPS) that reinforces the car's steel framework at the sides and disperses energy in a side collision.

Other standard features include full LED external lights, daytime running lights, adaptive cruise control, rear cross-traffic alert, blind-spot monitoring, driver attention alert, forward collision warning, lane departure alert, lane keeping aid, intelligent seatbelt reminders, traffic sign recognition, 360-degree camera system, front and rear parking sensors.

The XC40 has a maximum five-star ANCAP safety rating from testing done in 2018. It has seven airbags, including a driver's knee bag and features high individual scoring for adult and child occupant protection at 97 per cent and 84 per cent, respectively. 

The XC40 has AEB with car, pedestrian and cyclist detection and is operational from 4.0-210km/h. It's usual to see that top speed sit closer to 180km/h, so that's very good.

A cool feature for any parents out there is the second key which you can program to limit stereo volume levels and set a maximum speed allowance. It's even coloured bright orange so there are no chances of a sneaky switcheroo!

There are ISOFIX child-seat mounts on the rear outboard seats and three top-tether anchor points for any families out there but two seats will fit best.

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 ongoing costs are pretty solid with the XC40 coming with a usual five-year/ unlimited warranty term but the drive battery is covered for eight years/160,000km.

You can pre-purchase a five-year/150,000km servicing program for a flat $3000 or an average of $600 per service, which is a bit expensive for the class. Servicing intervals are great at every two-years or 30,000km, whichever occurs first.

You get complimentary roadside assistance for five-years through Assist Australia and if you meet certain criteria, you can extend that by a further three years, which is handy.