Ssangyong Musso vs Chevrolet Silverado

What's the difference?

The SsangYong Musso XLV Ultimate is an affordable workhorse that has good comfort, features and drives well. It suited my little family and our gear just fine this week with its space. If you need the practicality of a ute and are on a budget, you get a lot for your money here.

With its unique V8 soundtrack, all-terrain capabilities and sumptuous comfort, the ZR2 is a quintessential American muscle truck that's as capable of carting crews and accessing rugged worksites during the week as it is towing boats, horse-floats and caravans or getting muddy on weekends. For either work or play, there's a lot to like here.

The Musso looks the part of a 4x4 dual cab ute. It’s big even without the XLV pack at 5095mm in length. And with it, that jumps up to 5395mm. Enough to well and truly fill out a car space.

To put it in perspective, it's longer than the Kia Carnival, so I'd check to see if it will fit in your garage!

The finish isn’t the best, with wide spaces between door jams and the tray (I can fit my hand in that one) and a painted foam-like joinery in the tailgate which is already showing a lot of wear and tear for a brand-new workhorse. Stuff like this could make it look worn quickly.

Once you move into the cabin, it becomes obvious where a lot of the facelift has been focused.

The black leather upholstery, headliner and accents all make it feel premium in the cabin.

The dashboard has been redesigned to be more horizontally-themed and to sit lower than the previous dash. It showcases the new upgraded tech screens, large integrated air vents and digital climate control panel.

The cabin looks way more expensive than the price tag might suggest and it's most welcome.

The Silverado’s extensive remanufacturing to RHD, performed on a purpose-built production line in Melbourne, meets OEM standards of fit and finish.

As the off-road focused 1500 model, the ZR2 has hardware and detailing consistent with its rugged bush-bashing persona, highlighted by aggressively treaded mud-terrain tyres and unique raised suspension with high performance dampers.

Other ZR2 features include a raised bonnet with ZR2 applique, ‘off-road cut’ front bumper, bash plates, black grille with ‘Flow Tie’ (flow-through) bow-tie motif, ‘Performance Red’ chassis-mounted front recovery hooks, concealed dual-outlet exhaust, black fender flares/door handles/bumpers/window surrounds and chrome ZR2 badges.

It has a tough and purposeful look with bluff-fronted styling and an imposing stance. 

An expansive length of almost 6.0 metres (5931mm) and a 14.4-metre turning circle highlight formidable (and at times impractical) dimensions for urban life.

The cabin is spacious and airy with a tasteful blend of contrasting tones and textures combined with many soft-touch surfaces, yellow stitching along seams and splashes of chrome and satin chrome creating a plush look and feel.

The cabin of the XLV Ultimate is big on space and all occupants enjoy fantastic head- and legroom.

Individual storage is good for a ute with the front enjoying two cupholders, a good-sized middle console and glove box plus a drink bottle holder in each door.

Rear occupants get map pockets, a fold-down armrest with two cupholders and storage bins in each door.

Amenities on the whole are good with the heated and ventilated front seats that feature lumbar support. But the upgrade to electric control for the fronts and heat function for the rear outboard positions clinch the luxury factor Both rows are well-cushioned and comfortable for long journeys.

Charging options are limited to the front with two USB-C ports, which is an upgrade from the old USB-A ports, and two 12-volt sockets.

But one of them is an old-school cigarette lighter which I haven’t seen in years! Now that was a teachable moment when I was a kid.

It's a shame there are no charging options in the rear as it could be inconvenient if you travel a lot and your kidlets have devices.

Fitting a child seat in the rear row is a little awkward due to the backrest folding down in one piece and it misses out on any clever hacks like some other utes have, like the zippered accessed points to the top-tether anchor points found on the HiLux and D-Max or the 60/40 split-fold on the Cannon.

Because of this, you'll want to fit your child seats at the same time and probably want it to be a 'set and forget' scenario.

On to the upgraded technology – the touchscreen of the multimedia system is responsive but the info is limited to the radio and a small settings menu.

Think of it as more of a mirror-screening device for the wired Apple CarPlay and Android Auto. It’s easy to connect to the CarPlay and the graphics are nice and bright. 

The instrument cluster is semi-customisable but it’s here you can access/customise more information like the safety features, which I appreciate.

Our test vehicle has that XLV Pack fitted which adds 300mm to the tray length and boosts the overall capacity by 251L.

The max payload is 880kg, which should be sufficient for a lot of weekend pursuits.

You get a full-sized spare wheel and with our optioned tonneau accessory, you don’t have to worry about your gear getting wet, either. 

The tailgate is large and feels very light to operate, thanks to the assist function but this ute lacks any sort of step to access the tray, which won’t be an issue for you giants out there but for me it was a bit of comedy to climb in to the back to retrieve stuff.

The ZR2’s hefty 2587kg kerb weight and 3300kg GVM results in a 713kg payload, which is modest given a seated crew of five big tradies could use up about two-thirds of that payload capacity before loading any of their gear.

It can also legally tow up to 3500kg of braked trailer on a 50mm ball and up to 4200kg on a 70mm ball. The latter figure is 300kg less than the LTZ due to the specialised off-road suspension.

However, given the ZR2’s 6851kg GCM rating (or how much it can legally carry and tow at the same time), you would be left with a mere 64kg of vehicle payload if you wanted to tow the maximum 4200kg.

That’s barely enough for a driver - and a light one at that. Fact is, few if any owners in real-world use would need to tow 4200kg, but it’s important to be across these legal limits if you’re planning to.

The load tub is protected internally by a spray-on liner and offers almost 1.8 cubic metres of load volume. Its load floor is 1776mm long, 1813mm wide and sits 569mm deep, with 1286mm between the rear-wheel housings. More than wide enough for hauling Aussie or Euro pallets.

There are also 12 load-anchorage points, power assistance for lowering the tailgate and a tub camera to keep an eye on loads when driving. The rear bumper provides surefooted tub access using either the centre step or concave side-steps.

All occupants enjoy luxurious space, particularly rear passengers thanks to easy entry created by the wide-opening doors, a flat floor with no transmission hump for the centre passenger to straddle and palatial head and legroom even for tall people. Combined with ample shoulder room, a full crew can travel in enviable comfort.

Cabin storage for the driver and front passenger includes two bottle holders and a bin in each door. There’s also a large glove box and the centre console has an open tray and two USB ports up front, two bottle holders in the centre and a big box at the back topped by a padded lid that provides comfy elbow support.

Rear passengers get a bottle holder and bin in each door, plus more USB ports and two more pairs of bottle holders in the rear of the centre console and in the bench seat’s fold-down centre armrest.

There’s also storage pockets on both front seat backrests and handy compartments for small items are cleverly concealed within the rear seat’s upper-backrest cushions. Its 60/40-split base cushions can also swing up and be stored vertically if more internal load space is required, or to access ample under-seat storage.

Our 1500 ZR2 test vehicle, like its LTZ Premium sibling, comes standard with GM’s thumping 6.2-litre petrol V8 paired with a 10-speed automatic and multi-mode 4WD transmission for a list price of $144,900.

Our example is also fitted with several items from the GMSV genuine accessory range including the tri-fold tonneau cover, side rocker protectors (aka rock rails) and matching removable side-steps. It’s also finished in 'Riptide Blue Metallic', which like the accessories is available at extra cost.

The ZR2’s standard equipment includes 18-inch gloss black alloy wheels with chunky 275/75 R18 Goodyear Wrangler Mud-Terrain tyres and a full-size alloy spare, LED headlights/DRLs/tail-lights, load tub camera, spray-on tub-liner with ZR2 logo, power tailgate, 4500kg towing kit including towbar, 12-pin harness and electric trailer-brake controller, 360-degree camera with up to 14 views and lots more (see Design).

Climb aboard the sumptuous interior with its keyless opening/start and you’re treated to a heated leather-wrapped steering wheel with power tilt/reach adjustment and multiple remote controls, leather-appointed and heated/cooled driver and front passenger seats with 10-way power adjustment and memory settings, heated rear seats, power sliding rear window, dual-zone climate control, front and rear USB ports and lots more.

The high-feature dash includes a colour 12.3-inch configurable driver’s instrument display and 13.4-inch multimedia touchscreen that controls, among other things, the Bose premium sound and wireless Apple CarPlay/Android Auto connectivity. The driver also has a choice of adaptive and non-adaptive cruise control plus there's a head-up display, switchable rear-view mirror camera function, tyre pressure monitoring and lots more, including the recent addition of standard front parking sensors on the ZR2.

Owners who need to tow will appreciate the reversing camera with hitch guidance and view, in-vehicle trailering app with different trailer profiles, trailer theft alert, automated trailer lighting test and a GCM alert.

The upgrade hasn’t seen any changes to the Musso's powertrain and it is still powered by a 2.2-litre, four-cylinder turbo-diesel engine with a maximum power output of 133kW and 420Nm of torque (400Nm without the XLV Pack).

It’s got plenty of grunt and despite having only a six-speed auto transmission, the gear changes are mostly smooth.

Adventure enthusiasts should be happy because the Musso is a proper part-time 4x4 with low- and high-range, which is easy as pie to change over to when the need arises.

Like the LTZ, the ZR2 is powered by a 6.2-litre petrol V8 producing 313kW of power at 5600rpm and 624Nm of torque at 4100rpm. It features cylinder deactivation to optimise fuel economy when full power isn't required.

This is paired with a refined 10-speed torque converter automatic, armed with an auxiliary external oil cooler ideal for heavy towing duties and off-road slogging. It also offers sequential manual shifting using steering wheel-mounted paddles and there are numerous selectable drive modes.

Its dual-range transfer case with push-button control offers the choice of '2WD High', '4WD High', '4WD Low' and '4WD Auto', with the latter being a full-time torque-on-demand system. It’s also equipped with driver-selectable front and rear locking differentials for optimum traction in the rough stuff.

Despite its size, the Musso's official combined cycle fuel economy figure is only 9.0L/100km.

My real-world average came in at 10.2L/100km after a good mix of open-road and urban driving. Not too surprising, but that's without any loads. Expect it to be thirstier if you plan on towing.

Based on the combined fuel figure and 75L fuel tank, you should be able to get a driving range in excess of 800km.

GMSV claims official combined cycle (urban/extra-urban) fuel consumption of 12.7L/100km and the dash display was showing 15.3 when we stopped to refuel at the completion of our 397km test, which included our usual mix of suburban, city and highway driving of which about half was hauling a variety of payloads.

This compares to our own figure, calculated from fuel bowser and tripmeter readings, which was higher again at 16.8L/100km. That exceeds the usual 2.0-3.0L/100km discrepancy between official and real-world consumption but is still acceptable for a 2.5-tonne pick-up powered by a big petrol V8 in urban use.

So, based on our real-world consumption figure, you could expect a driving range of around 540km from its relatively small 91-litre tank.

The Musso has won me over with how it drives. The update has seen the suspension retuned and it’s well-cushioned without feeling spongy.

The ride comfort is very good but you occasionally get some shudders through the frame when gear changes happen on a steep hill. The cabin sounds refined with how quiet it is, even at higher speeds and you’ll enjoy that on longer trips. 

Hitting the open-road isn’t an issue with power being delivered smoothly when you accelerate. Despite being a tall car, the Musso handles cornering much better than I thought it would without heaps of roll. 

You don’t feel any of the weight of the car when you steer, though, and that’s a bit too light for my liking. But it gives the Musso more of a car-like feel rather than a ute/truck feel which some people might enjoy.

Massive windows mean the Musso has crazy-good visibility for a ute and I feel confident about checking the blind-spot because of it. That's great for such a big vehicle.

Despite being almost 5.5m long, the Musso isn't too difficult to park because of the 360-degree view camera system, and front and rear parking sensors, a must have on large cars like this. The camera system is a smidge low quality for the image, though.

The ZR2’s raised off-road suspension requires more of a climb aboard than the LTZ, but the low-slung removable side-steps fitted to our test vehicle certainly make boarding easier and are an accessory worth considering if most of your driving is on-road.

There are large handles on the truck’s A- and B-pillars to assist entry to the cabin where the driver is treated to multiple power adjustments of seat and steering wheel plus a large left footrest, which together provide a very comfortable driving position.

The ride and handling are outstanding, as the ZR2’s suspension combined with the additional cushioning of its baggy all-terrain tyres is commendably supple over bumps, yet it's surprisingly responsive to steering input without the ponderous feeling expected in a vehicle of this size and weight.

This response is optimised when the ‘Sport’ mode is selected as it sharpens steering, brake pedal feel and suspension tuning for a more engaging drive. It also activates the louder and freer-flowing exhaust setting and modifies the auto’s shift calibration, which allows the V8 to shine with a guttural roar under full throttle that is not only an aural delight but can quickly reach triple-digit speeds with remarkable ease.

By contrast, it can also deliver relaxed and fuel-efficient highway travel thanks to the V8’s auto cylinder deactivation and less than 1500rpm being required to maintain a leisurely 110km/h. Engine, tyre and wind noise are negligible at these speeds.

To test its payload rating we forklifted 475kg into the load tub which combined with our crew of two equalled a total payload of 655kg that was within 60kg of its legal limit.

The rear leaf-springs only compressed abut 35mm under this loading, which left more than enough bump-stop clearance to ensure there was no bottoming out on our test route. The ZR2 performed so effortlessly with this payload it was easy to forget we even had one.

Our only criticism of the driving experience was the tri-fold tonneau cover. When hauling loads, this accessory is designed to fold forward into a flat bundle that leans against the rear of the cabin with two adjustable struts to brace it in place (see photo).

This worked fine during suburban driving up to 80km/h but was not suited to higher speeds, as the increased air pressure made it flex enough to block the rear-view mirror's camera view. So, an alternative tonneau design would be preferable for those needing to do lots of highway travel with uncovered loads.

There are currently no ANCAP star ratings for full-size US pick-ups. However, Australia’s vehicle safety authority has acknowledged the growing popularity of these vehicles with its inaugural ‘Large Utilities ADAS Safety Comparison’ to provide local consumers with comparisons of Advanced Driver Assistance Systems (aka crash-avoidance technologies).

The Silverado 1500 range (February 2025-build onwards) earned the minimum bronze grading, with its score of 27 per cent being the lowest of all vehicles tested. By comparison, Ford’s F-150 earned the highest score with 81 per cent and premium platinum status.

Even so, the ZR2 has an extensive active safety menu including forward collision alert with low-speed AEB, lane-keeping, blind-spot monitoring (which expands to include trailers), rear cross-traffic alert, front/rear parking sensors, plus a 360-degree camera view (with up to 14 views) and more.

It also has six airbags including side-curtain protection for all outboard seating positions, plus ISOFIX child-seat anchorages on the two outer rear seating positions and three top-tethers.

The on-going costs are great on the Musso, with it coming with a seven-year/unlimited km warranty, which is above average for this class. 

It also comes with a seven year/105,000km servicing program where services average $375, which is competitive for the class. 

Servicing intervals are average at every 12 months or 15,000km, whichever occurs first.

Now comes standard with a class benchmark five years/unlimited km manufacturer warranty, plus five years of roadside assist.

Scheduled servicing is every 12 months/12,000km whichever occurs first, but there's no capped-price servicing. Expect a three year service bill of around $2000, which isn't outrageous for a vehicle of this type.

GMSV has an Australian network of 50-plus dealers across most states and territories and all dealerships can provide vehicle servicing.