Kgm Musso Xlv vs Nissan X-TRAIL

What's the difference?

The lack of an ANCAP rating and centre rear lap-sash seatbelt may be deal-breakers for some. However, the Musso offers a tantalising menu of luxurious standard features, in a refined, comfortable and capable package backed by a generous warranty. For $50K driveaway, it represents compelling value for money.

Over four generations Nissan has fine-tuned the X-Trail into an impressively refined and practical option for an urban family; that practicality further extended by inclusion of two occasional seats in the third row of this N-Trek version. The value equation is also strong and safety is top-shelf.

That said, efficiency is far from class-leading and the ownership proposition is off the category pace. But this even-seater’s overall quality still shines through. 

If you’re in the midst of the mid-size SUV market vortex and want seven seats rather than five make sure this car’s on your investigation list.

The XLV option adds 110mm to the wheelbase (3210mm) and 300mm to load tub length compared to the SWB Musso, so our test vehicle's external dimensions are about the same as a Ford Ranger dual-cab ute. Even so, its 12.2-metre turning circle is tighter than the Ford and only slightly larger than its shorter Musso sibling.

It exudes a high standard of finish and build quality throughout, including the latest lower-body-to-chassis mounts with enlarged volume and a redesigned profile which, according to SsangYong results in superior bump absorption. As a result, ride comfort has been improved.

The leather-accented interior has a refined look and feel consistent with its prestige positioning, with fine exposed stitching along seams and a tasteful mix of contrasting surfaces that include different shades of grey and splashes of piano black and satin chrome.

Busy but interesting is a description you might apply to a mad rocket scientist or rock ‘n’ roll roadie. But it’s also apt when looking at the Nissan X-Trail’s exterior design.

Long, angular head and front fog lights sitting either side of a large grille and above multiple air intakes set the tone at the front with a similar mix of accentuated tail-lights and jagged shapes at the rear.

There’s enough distinctive character there to identify the X-Trail as a contemporary Nissan and I for one like the look of it, especially in our test example’s ‘Ceramic Grey’ finish.

For car-spotters, the N-Trek is distinguished by specific 18-inch (mainly black) alloys, a unique front and rear bumper treatment and a blacked-out grille as well as a black finish on the door handles, mirror covers and roof rails.

This third-generation X-Trail arrived less than two years ago and the interior remains classy and restrained, Nissan so far resisting the temptation to join media and instrument displays into the increasingly common single array.

The sweeping multi-level dash is fuss-free and the muted, mainly grey and black colour palette is calming yet bright enough to avoid crossing the line into sombre.  

Its layout is simple and ergonomically efficient with details like manual dials for audio and heating/ventilation control a plus.

And it’s the things you don’t regularly notice that are worth calling out. The electric handbrake is near silent on application; not always the case in recently released rivals. The rear windscreen wiper motor is also quiet; again, something you can’t take for granted these days. And the quality of the materials across the interior is a cut above those most often used by ‘challenger’ brands.

I could go on, but you get the idea. Lots of small ‘one per cent’ things that may seem minor on their own but add up to make a noticeable difference overall.

With its 2100kg kerb weight and 2980kg GVM, our test vehicle has an 880kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer and with its big 6480kg GCM rating (or how much it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while carrying its maximum payload.

The latter is an unusual capability for a dual-cab ute of this size, which offers great versatility for heavy load-hauling requirements in both work and recreational roles.

The longer XLV load tub has square internal dimensions of 1610mm in length and width, which combined with its 570mm depth results in 1262 litres (or more than 1.2 cubic metres) of load volume. Load-anchorage points are located at floor level in each corner.

The new assisted-tailgate operation, which SsangYong claims has a soft-opening and easy-close design, also needs some beefing-up as we found the level of assistance was not sufficient.

Cabin storage includes a single glovebox, plus small and large-bottle holders and a storage bin in each front door. The centre console has a small tray up front, two small-bottle/cup-holders in the centre and a storage box at the back with a padded lid that doubles as a comfortable driver’s elbow rest.

Rear seat passengers also get a small-bottle/cup-holder and storage bin in each door, plus two cup-holders in the fold-down centre armrest and storage pouches on each front seat backrest. The rear bench seat-base cannot be swung up and stored vertically to create more internal carrying space, like some rivals, but it does provide hidden storage underneath for soft items.

The Musso's rear doors are only 50mm shorter than the front, which ensures easy entry/exit and comfortable rear seating, even for people my height (186cm).

There are large assist handles on the A and B pillars and, when I'm seated in the second row behind the driver’s seat in my position, there’s still sufficient knee clearance and plenty of headroom.

This also applies to those seated in the slightly higher centre position, where they’ll also appreciate the minimal height of the transmission hump that allows both feet to sit together behind the centre console.

However, like all dual-cab utes short of a full-size US pick-up, shoulder room for three adults across the back seat is marginal and only tolerable for short trips.

Our only gripes are the lack of a lap-sash seatbelt for the centre rear passenger (there’s only a lap-belt), which remains a glaring safety omission that should have been addressed years ago.

At just under 4.7m long, a fraction over 1.8m wide and a bit more than 1.7m tall, the current Nissan X-Trail is a large mid-size SUV.

That allows for a generous amount of space up front with more than enough breathing room between the driver and co-pilot.

Storage is pretty handy, too, with a decent size lidded ‘butterfly door’ box between the seats (which doubles as a centre armrest), two cupholders in the centre console, a lower level tray underneath, door bins with space for large bottles and a decent glove box.

Move to the second row and at 183cm tall I have plenty of headroom and legroom, with the latter variable thanks to the seat’s ability to slide and open up more room for the two third-row occupants if required.

Again, there are bins in the doors with a cavity able to accommodate large-ish bottles, two cupholders in the fold-down centre armrest and map pockets on the front seat backs, while adjustable ventilation gets a big thumbs up.

Three full-size adults across the second-row seat is a recipe for discomfort but two grown-ups or a trio of up to mid-teenage kids will be fine and the rear doors deserve a big shout out. 

First, they open out to 90 degrees which makes getting in and out of there s-o-o much easier and second, pull-up sunshades are always a welcome addition.

The third row is a kids-only zone, but the flexibility those two spots offer is significant and Nissan’s provision of big outer armrests with storage and drink holders built in is a thoughtful touch.

Connectivity and power options run to USB-A and -C ports (for streaming and charging) plus a 12-volt socket and wireless device charging pad in the front. There’s an identical pair of (charge only) USBs in the centre row and another 12-volt outlet in the boot. 

Speaking of which, with all seats up the seven-seat X-Trail’s boot capacity shrinks to that of an oversize handbag (realistically, two or three soft bags), but with the 50/50 split third row folded down you’re provided with 465 litres of volume (to the roof) which is enough to easily swallow the three-piece CarsGuide suitcase set. And the 40/20/40 split second row’s sliding ability again allows you to play with the space available.

Worth noting a space-saver spare is provided (a much better option than a ‘roll of the dice’ repair/inflator kit) and maximum braked trailer towing capacity is a handy 2000kg (750kg unbraked).

At $50,390, before on-road costs, other similarly sized and specified three-row rivals to the X-Trail N-Trek include the recently released Tiggo 8 Pro Max Ultimate AWD ($47,990 drive-away) as well as the Mitsubishi Outlander and VW’s Tiguan Allspace.

The N-Trek’s $50K price tag neatly dissects the Outlander 7 seat AWD Aspire ($47,340) and Exceed ($52,640) grades and splits the Tiguan Allspace 132TSI Life ($47,990) and 162TSI Elegance ($57,090) models.

As well as the safety and performance tech covered later in this review, the X-Trail N-Trek’s standard equipment list features dual-zone climate-control, a 12.3-inch digital instrument cluster, 12.3-inch multimedia touchscreen display, a 10.8-inch head-up display, built-in sat nav, wireless Apple CarPlay (and wired Android Auto), keyless entry and start and six-speaker audio (with digital radio).

There’s also a ‘leather-accented’ steering wheel, a 10-way power adjustable driver seat (manual-adjust front passenger seat), heated front seats, synthetic leather trim,18-inch alloys, auto rain-sensing wipers, auto LED headlights (all other exterior lights are also LED), power-folding heated exterior mirrors, rear privacy glass and roof rails.

That’s a solid basket of fruit for the money in this part of the market.

The quiet and refined 2.2-litre inline four-cylinder turbo-diesel produces 133kW at 4000rpm and (for the XLV) 420Nm of torque between 1600-2600rpm.

The smooth-shifting Aisin six-speed torque converter automatic provides the option of sequential manual shifting, plus three drive modes comprising Eco, Power and Winter. It also has overdrive on the fifth and sixth gears for fuel-efficient highway driving.

The part-time, dual-range 4x4 drivetrain has an auto-locking rear differential that automatically locks and unlocks in response to changing traction requirements.

The X-Trail N-Trek is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine developing 135kW at 6000rpm and 244Nm at 3600rpm. Not a turbo in sight, which is increasingly rare as emissions standards for internal-combustion engine cars continue to tighten.

That said, the X-Trail’s hugely popular corporate sibling, the Mitsubishi Outlander (they share the same chassis platform) has the identical engine residing under its bonnet.

The all-alloy unit features direct-injection and electronically-controlled variable valve timing to produce outputs in the same ballpark as other category favourites like the Kia Sportage 1.6 turbo (132kW/265Nm) and Mazda CX-5 2.5 (140kW/252Nm). But the Toyota RAV4 Hybrid AWD steps ahead on power at 163kW.

Power is transferred to all four wheels via a CVT auto with a ‘Drive and Terrain Mode Selector’ offering ‘Auto’, ‘Eco’, ‘Sport’, ‘Snow’ and ‘Off-Road’ modes.

The AWD system is on-demand with steering angle, yaw rate and G-force sensors feeding into an electronically controlled coupling ahead of the rear differential able to adjust torque distribution between the front and rear axles from 100:0 to 50:50 on the fly.

KGM SsangYong claims a combined average consumption of 9.0 litres per 100 kilometres and the dash readout was showing 10.1 at the end of our 317km test, which comprised the usual mix of suburban, city and highway driving.

Our own figure, calculated from fuel bowser and tripmeter readings, was higher again at 11.0 which, while not the thriftiest we've tested, is still not bad for a ute weighing more than two tonnes in mostly urban driving, of which about one third of our test distance was hauling a near-maximum payload.

So, based on our figures, you could expect a ‘real world’ driving range of around 680km from its 75-litre tank.

Nissan’s official combined cycle fuel-economy figure for the X-Trail N-Trek is 7.8L/100km, the 2.5-litre four emitting 183g/km of CO2 in the process.

That number’s in line with other non-hybrid competitors but some way off the Toyota RAV4’s 4.8L/100km.

Over a week covering mainly urban and suburban driving as well as some freeway running we recorded an average of 9.9L/100km, measured at the pump, while the on-board computer coughed up a more optimistic 9.1L/100km.

That’s starting to get up there for the class although the result’s balanced somewhat by the X-Trail’s ability to run happily on 91 RON ‘standard’ unleaded.

You’ll need 55 litres of it to fill the tank which translates to a theoretical range of around 700km and roughly 550km using our real-world number.

Drivers of most heights and widths can find a comfortable driving position, thanks to a combination of multiple powered seat adjustments, a height/reach adjustable steering wheel, nicely-positioned elbow rests on either side and a large left footrest ideal for big Aussie boots.

The turbo-diesel’s 1000rpm-wide peak torque band between 1600-2600rpm, combined with well-matched ratios in the six-speed auto, ensure good response in the 40-80km/h speed range often encountered during city and suburban driving. However, we could not detect a noticeable change in response when switching between the Eco and Power drive modes.

The unladen ride quality is commendable, given its supple four-coil suspension and longer XLV wheelbase. Combined with nicely-weighted speed-sensitive steering (light at parking speeds, firmer at highway speeds) and responsive braking, it’s enjoyable to drive in urban environments.

It also has impressively low engine, tyre and wind noise, particularly at highway speeds where the refined drivetrain only needs 1700rpm to maintain 110km/h. These attributes create a pleasant cabin environment and low-stressed cruising.

We forklifted 650kg into the load tub, which with our crew of two equalled an 830kg payload that was only 50kg less than its 880kg legal limit. The rear coil springs compressed 70mm, which allowed the rear axle to engage with large cone-shaped jounce rubbers mounted on the chassis rails above it.

These rubbers not only provide a second stage of support when hauling heavy payloads, but also eliminate the jarring thuds of traditional hard-nosed rubber bump-stops when the suspension uses up all its travel.

The Musso made light work of hauling this payload up our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting back to third gear and 2500rpm to easily reach the summit.

Engine braking on the way down, in a manually selected second gear, wasn’t as strong as the auto transmission over rode our manual selection when the engine reached 3700rpm on overrun (4500rpm redline) and shifted up to third gear.

These engine-protecting measures are increasingly common in utes and vans, which can spring a surprise when you’re leaning on the engine to assist with braking on a steep descent and the auto suddenly shifts up a gear and the vehicle starts running away from you.

Even so, the Musso’s quartet of disc brakes were more than capable of keeping speeds in check for the remainder of the descent.

The best way to describe driving the X-Trail N-Trek is stress-free. It’s quiet, comfortable and composed with enough oomph for the cut and thrust of urban driving as well as the occasional foray onto the highway.

Maximum pulling power arrives at 3600rpm, which is higher than the small-capacity turbo SUVs the X-Trail most often competes with. But the pay off is crisp throttle response and you’re never found wanting for performance.

Drive goes to all four wheels via a ’shift-by-wire’ continuously variable transmission (CVT). By design CVTs cause the engine to hunt up and down the rev range, searching for the optimal gearing compromise between power and efficiency. But the CVT ’droning’ syndrome that characteristic can generate isn’t a noticeable factor in the X-Trail.

The strut front, multi-link rear suspension delivers smooth ride comfort helped in no small part by the standard 235/60x18 Bridgestone Potenza Sport A/S tyre’s cushy 60-series sidewall profile.

That rubber plays a part in the car’s modest road noise with wind noise on the freeway also low for a relatively upright SUV. The X-Trail also steers nicely with well-weighted assistance and good road feel.

We didn’t head off-road for this family review but the N-Trek’s variable AWD capability gives it the ability to confidently deal with loose or slippery unsealed surfaces.

An 11.1m turning circle is nice and tight, which, in concert with a reversing camera, 360-degree camera view and front and rear proximity sensors makes parking a straight-forward exercise.

Brakes are discs all around (ventilated at the front) and the pedal is agreeably progressive.

In fact, that kind of refinement is a hallmark of the way this car operates. Recently arrived competitors can be noticeably abrupt when it comes to brake, throttle and steering inputs.

Not so here. As mentioned in the Design section, these one per cent positive qualities lift the X-Trail above the norm.

The current Nissan X-Trail received a maximum five-star ANCAP assessment from testing in 2022 and it’s on the pace relative to others in the category.

Active (crash avoidance) tech is comprehensive including AEB with car, pedestrian and cyclist detection (operational from 5.0-130km/h for car detection), rear cross-traffic alert and rear AEB, adaptive cruise control, lane departure warning and lane keeping, an ‘Around View’ 360-degree camera view, blind-spot monitoring, tyre pressure monitoring and driver fatigue detection.

If an impact is unavoidable, there are seven airbags onboard, including side curtains (importantly, covering all three rows) and a front centre bag to minimise head clash injuries in a side-on crash.

There are three top tether points and two ISOFIX anchors for child seats/baby capsules across the second row seat. There are no top tether points on the third row.

It comes with a seven-year/unlimited kilometre warranty, which includes commercial use (which SsangYong claims is a unique offering in this segment) and seven years roadside assist.

Scheduled service intervals are 12 months/15,000km. Capped price for the first seven scheduled services up to seven years/105,000km totals $3238, or a reasonable average of $463 per year.

Nissan covers the X-Trail with a five-year, unlimited-kilometre warranty, which is the norm in the mainstream market. That said, the likes of GWM, Kia and MG are at seven years, unlimited-km with Mitsubishi offering conditional 10-year, 200,000km cover. Roadside Assist is included for five years.

The main service interval is 12 months/10,000km which is behind the more common 12 months/15,000km period, although pre-paid maintenance is available offering an approximate 10 per cent saving over (still capped-price) pay-as-you-go.

Pre-payment also means you can fold the cost of maintenance into the financing of the car (if you’re going that way).

For the X-Trail AWD, pre-paid servicing comes in at $2092 for five services within five years ($418.40 per workshop visit) compared to $2324 for individual capped-price services ($464.80 per visit). 

There’s that 10 per cent saving but it’s still relatively pricey when you consider the Toyota RAV4 Hybrid costs $260 per service.