KGM, Motoring, Pick-up/4x4

Rhino: A game-changer in the pick-up segment

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KGM Musso Rhino – First drive

By Bill McCarthy

The pick-up segment is fiercely competitive, with Great Wall Motors and Mitsubishi recently re-entering the fray. To succeed, a pick-up must deliver rugged capability for the rough stuff alongside on-road refinement and a high quality cabin.

Enter KGM. Still relatively unknown in the UK since its rebrand from SsangYong, the Korean manufacturer brings seven decades of commercial vehicle expertise. It has now introduced the latest Musso evolution to the UK the Rhino and Rhino+ pick-ups, alongside a fully electric variant. Prices start at £38,995 ex. VAT, backed by a 5-year/100,000-mile warranty.

Musso EV

Unlike its diesel stablemates, the Musso EV rides on a car-based platform, delivering a more refined, SUV-like drive – though with some off-road trade-off. Powered by an 80.6 kWh BYD LFP battery, it offers a 240-mile WLTP range and rapid charging from 20–80% in 31 minutes. The dual-motor, all-wheel-drive system produces 207 PS and 339 Nm of torque, while Vehicle-to-Load (V2L) functionality powers external equipment.

Exterior design

The diesel Rhino features a redesigned front end with a new grille and HID LED headlamps. Both models ride on 18-inch silver-alloy wheels, with silver side steps, black-and-silver roof rails, Rhino graphics, and an embossed KGM tailgate.

Interior and technology

The cabin impresses with Nappa leather, ventilated/heated seats, and dual-zone climate control. Despite twin 12.3-inch screens with navigation and wireless Apple CarPlay/Android Auto, KGM has retained physical dials and buttons for key functions – a welcome usability touch. Additional kit includes USB-C, DAB, Bluetooth, steering controls, keyless entry/start, remote start, rain sensors, and adaptive cruise control.

On the road

We drove the Rhino across Cotswolds roads before tackling an off-road course. Diesel clatter is well muted, and tyre noise is subdued on smoother tarmac. Some wind noise around the door mirrors is present, but the classy interior ensures a comfortable ride.

Body lean through bends is expected for a high-riding pick-up but never feels unsettling. A downside is the sometimes sluggish engine response, with occasional turbo lag from the auto box. Also I would prefer a heavier touch to the steering.

The off-road course was hardly a case of a jungle trek, but offered a challenge nevertheless. Particularly impressive, apart from the high riding vehicle able to comfortably navigate the rutted tracks was its hill hold and hill descent control.

The hill hold, on a steep incline kicked in instantly and the on board camera was able to project the other side of summit, which was a blind peak for the driver temporarily.

On the other side, foot off the brake and hill descent control lowered the vehicle at sensible pace.

Powertrain and performance

The 2.2-litre diesel produces 202 PS and 400 Nm of torque, paired with a six-speed automatic. Selectable 4×4 with low range, hill assist, descent control, and a locking differential come as standard. Ground clearance is 245mm for the Rhino (30.9° approach / 27.8° departure) and 248mm for the Rhino+ (30.6° / 24.5°).

Towing and payload

According to KGM, where the Rhino truly outmuscles its rivals is in the working stats. Both versions tow 3.5 tonnes, but the Rhino+ ups the ante with a segment-leading 6,900kg gross train weight.

The load bed swallows a full Euro-pallet flat, with the Rhino+ offering 1,262 litres and a 1,200kg payload—figures that leave the Ford Ranger and Hilux trailing. KGM also includes a bed liner, eight lashing points, corner steps, and a 360-degree monitor to simplify hitching up.

Safety

Features include six airbags, ESP, EBD, ABS, traction control, brake assist, lane keeping assist, lane change warning, blind spot detection, rear cross-traffic alert, safety exit warning, hill start assist.

Taxation – The elephant in the room

Since April 2025, double-cab pick-ups like the Rhino are reclassified as cars for BIK tax, shifting from a flat rate to emissions-based percentage. At 252 g/km, the Rhino hits the maximum 37% rate – landing a higher-rate taxpayer with roughly £6,850 annually.

Its £39k price helps by lowering the P11D value versus premium rivals. But the ultimate tax solution is the Musso EV, which slashes the bill to just four per cent.

However, KGM, like others, are looking at single cab options where the vehicle could then be reclassified as commercial.

Verdict

The Musso Rhino delivers exceptional value for money, with class-leading payload, towing, and a premium interior that punches above its £39k price tag. Off-road capability is assured, and the retained physical controls are a welcome touch.

The performance delay can be irritating and the tax hit is steep, but the EV variant offers a clever escape route.

Motoring, SUV, Mazda

Mazda rings the changes with CX-5

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have said this before and will say it again – when it comes to SUVs, Mazda sets a very high bar and without doubt offers some of the most stylish SUVs. The original CX-5 proved that back in 2012, and with UK sales now past 100,000, it’s clear British buyers agree. But the latest iteration offers big changes.

Design and trim
The chiselled profile is still recognisably CX-5, but it now features a longer wheelbase and wider rear doors. The new front and rear light signatures look sharper, and the Mazda lettering across the tailgate gives it a more premium feel.
Trim levels are Prime-Line, Centre-Line, Exclusive-Line, and Homura at the top. Priced from £31,550 to £40,950. The brand also now offers a six year, 100,000 mile warranty.

Interior – the good and the frustrating
This is where things get interesting – and a bit frustrating. That old 10.25-inch screen is gone, replaced by a 12.9-inch or, on top trims, a massive 15.6-inch display. It’s crisp, responsive, and has Google built-in Maps, Assistant, and the Play Store. Handy.

Mazda has dispensed with the physical dial on the centre console and says core controls follow a “safety-first logic” with physical buttons remaining for essential functions.
Many key functions have disappeared into the brain of the display. So tapping and swiping can distract from road concentration. It looks good, though, and the voice control can mitigate some of this.

The rest of the cabin remains light, airy, and with excellent visibility. Four adults fit in genuine comfort, and a fifth is reasonable at a push. This tested Homura gets Nappa leather with tan or black options, soft-touch surfaces everywhere, and a panoramic sunroof allows light and air to flood the cabin.

Equipment and tech
Standard kit is generous, but the Homura piles it on. Wireless charging, a ten-speaker Bose system, powered and ventilated front seats, a 360-degree camera, plus all-wheel drive and an auto box as standard. Legroom has improved in the rear, with 64mm extra – and the rear doors now open to nearly 80 degrees, making clambering in and out a doddle.

Under the bonnet
It’s a 2.5-litre petrol with mild-hybrid assistance, producing 141ps and 238Nm of torque. This front-wheel-drive variant hits 0-62mph in a fairly pedestrian 10.5 seconds. Quick enough, but it really scores as a relaxing motorway cruiser.
Official economy hovers around the 40mpg mark, an improvement over its predecessor. I managed around 38.5, pretty close to the WLTP figure. Not class-leading, but not embarrassing either.

On the road
Handling is excellent, with Mazda’s G-Vectoring system keeping the ride comfortable and composed when cornering sharply – shifting weight and power delivery to keep things composed.

Practicality – the removal van test
Boot space is up by 61 litres thanks to the longer wheelbase, and the Karakuri one-touch folding system is still there for the 40:20:40 split rear seats. Fold everything flat and you’re looking at over 1,600 litres of cavernous space.
And I put it to the test. With a house move looming, the CX-5 became an unlikely removal van.
Furniture, boxes, trips to the tip – it swallowed the lot. The Karakuri system made flattening the seats a one-touch affair, and the low load lip meant heaving awkward items in and out wasn’t the back-breaking chore I’d feared.
We would have struggled without it. Shame it didn’t come with a loading trolley, mind.
With a braked towing capacity of up to 2,000kg, it’ll even haul a small caravan if your sofa collection gets really out of hand.

Safety
The latest i-Activsense systems are standard across the range, including Cruise & Traffic Support – which takes the sting out of stop-start queues by handling the pedals and steering. It works well enough, though I’d still rather keep my hands on the wheel. Mazda is targeting a Euro NCAP 5-star rating.

Verdict
It looks even better, is more spacious, more tech-savvy, and more efficient. I’m no Luddite, but that all-screen interior can be frustrating – but that’s the way it is.
It’s still one of the most stylish, comfortable, and engaging SUVs around – and it turns out, it’s a dab hand at shifting your worldly goods, too.

Factfile

  • Model: Mazda CX-5 2.5 e-Skyactiv G Homura auto
  • Price: £38,950
  • Mechanical: 141 PS, 2.5-litre petrol with 24v mild-hybrid system, driving the front wheels via a 6-speed automatic transmission
  • Max speed: 116 mph
  • 0 to 62mph: 10.5 sec
  • Combined mpg: 40.4 mpg
  • Insurance group: TBC
  • CO₂ emissions: 157–159 g/km
  • BiK rating: 37%
  • Warranty: 6yrs/100,000 miles

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