11 minute read
Munro MK_1 Extraordinary UK-built all-terrain EV unveiled and on sale now
Britain has a new car maker – and it’s building hardcore off-roaders. Munro Vehicles is based in East Kilbride, near Glasgow, and it has just unveiled the MK_1, an all-terrain vehicle designed for use by sectors such as mining, construction, utilities, agriculture and defence.
Despite its apparent similarities to the Ineos Grenadier, which went on sale at almost exactly the same time, the MK_1 is a very different beast. Like the Grenadier, it has the familiar ladder chassis and beam axles of a traditional off-roader. But the Munro is made in Britain – and it’s electric.
With so much opposition continuing to be felt towards EVs from within the off-road world, some will see this as a reason not to consider it. But Munro directors Russell Peterson and Ross Anderson, who founded the company in 2019, see it as a reason why the MK_1 will be a truck for life.
The idea for the vehicle came to Peterson and Anderson during a trip to the Scottish Highlands. ‘We had already taken measures to reduce our own environmental footprint and had a lot of experience driving our own EV, and got quite used to the instant torque delivery,’ says Peterson. ‘But the off-roader we were driving
through the Highlands was combustion-engined, and it was really struggling on the steep climbs. So we were musing how much better it would be with an electric motor.
‘On the return journey, we stopped at a café in Braemar, where a bank of 50kW rapid chargers were sitting empty and unused. Parked up nearby was a large group of combustion-engined safari adventure 4x4s of a type that are no longer manufactured and will have to be replaced eventually.
‘It dawned on us that there was a gap in the market for an electric-powered, four-wheel-drive, utilitarian workhorse. We envisioned a vehicle with ultimate, go-anywhere off-road ability, unrestricted by road-derived underpinnings that limit the all-terrain ability of vehicles such as the 4x4 pick-up trucks that have come to dominate the market.’
Thus the vehicle introduced in December, a utility wagon designed to carry a crew of fi ve and all their equipment, is the result of a project instigated little more than three years ago. That’s a remarkably short development time – yet another difference between the MK_1 and the Grenadier is that whereas Ineos is using suppliers for major components, Munro is using its own chassis and axles.
The former is made from 5mm thick steel and comes galvanised as standard. Munro says it was developed to provide ‘the ultimate combination of strength, robustness and ease of repairability.’
‘The engineering is unashamedly agricultural in nature,’ says Peterson, who comes from a farming background. ‘Some people see the term “agricultural” as potentially derogatory, but at Munro we certainly don’t.
‘Agricultural vehicles feature some of the most sophisticated technology you can imagine. But above all, they are engineered to do the job, no matter how much punishment they soak up, and to keep doing it year after year. The Munro has been built to the most robust standards possible and to be fully operational in 30, 40, 50 years’ time.’
The company is, however, buying in certain components from offroad specialists. These include suspension linkages (the vehicle is coil-sprung all-round), radius arms and steering bar, all of which were developed by UK-based 4x4 competition specialists.
The vehicle’s power comes from a single motor, which the company sees as the right approach for a 4x4 designed to be used properly.
‘The best way to drive off-road is to ensure that the same amount of torque is delivered to each wheel, and that all the wheels spin at the same speed,’ says Peterson. ‘That’s one of the reasons we decided to fi t one big electric motor in the middle and power all the wheels using a mechanical driveline.’ Robustness and ease of maintenance factor high here, too.
The motor itself is an axial fl ux unit, chosen for its compact size and low weight compared to the radial fl ux design more commonly seen in automotive applications. As well as being around 40kg lighter, the motor’s proportions allow it to be located between the two front-seat occupants and in front of the vehicle’s bulkhead – meaning a near-perfect 50/50 front-to-rear weight distribution, something that’s highly desirable for its handling off-road.
With a high degree of hand-assembly required, using an axial fl ux motor does add to the vehicle’s price. But Anderson believes it’s worth the extra money: ‘an axial fl ux electric motor provides the perfect solution for our application.’
In addition to its compact size and light weight, the motor in the MK_1 spins at 5000-8000rpm – around half the speed of most automotive units. This means there’s no need for a reduction drive, removing yet more weight (not to mention complexity) as the motor’s output goes directly to the transfer case. The MK_1 has a two-speed transmission, allowing the motor to run effi ciently at low speeds; additionally, regenerative braking is much more pronounced in low range, allowing true one-pedal operation as well as providing a particularly effective form of ‘compression’ braking on steep descents.
The other kind of braking is by heavy-duty mechanically operated discs all-round. These are solid rather than ventilated, so as to avoid the risk of performance dropping off due to mud clogging the vents.
The cabin is utilitarian in a way that might be reminiscent of the old Land Rover Defender – though the dashboard does house a media screen running Apple CarPlay and Android Auto. Switchgear is waterproof and easy to replace if you damage it, though Munro says its agricultural background means it’s almost impossible to do so. The whole interior is designed to be hosed out below the waistline
MK_1’s slab-sided bodywork is very much a case of form following function. Munro originally contracted out the panels’ manufacture but has since brought it in-house – where they’re made alongside the vehicle’s ladder chassis and beam axles. The company was only founded in 2019, after Russell Peterson and Ross Anderson noticed a convoy of conventionally engined off-road vehicles parked up next to a line of unusued EV charging points
The transfer case, meanwhile, is equipped with a locking centre diff as standard, and both axles can be specifi ed with lockers as an option.
All these features hang on a basic design which gives the MK_1 a ground clearance of 480mm and a wading depth of 800mm. Approach and departure angles are 84° and 51°· respectively, and a 148° breakover angle completes a set of fi gures which promise strong all-round ability in the most challenging terrain.
Talking of fi gures, the vehicle will be available with a choice of 295bhp and 375bhp motors and 61kWh and 82kWh battery packs, as well as 7kW and 22kW AC charging options. It also comes with a CCS cable for DC charging, allowing the battery to be replenished in just over 30 minutes. Munro quotes a 16-hour offroad duty cycle on a single charge.
The batteries are guaranteed to deliver 80% of their original energy capacity for at least eight years and 100,000 miles, and their location under the fl oor is designed for ease of replacement – an unusual feature in an EV but one which is particularly relevant in this one. ‘With your average electric vehicle, the battery is designed to last the life of the car,’ says Anderson. ‘But because the Munro is engineered to last several decades, we will either recondition or replace the battery pack for customers when the time comes.
‘This has the benefi t of guaranteeing the future value of our customers’ vehicles. We will partner with companies specialising in reuse and recycling to recoup the residual value of the battery pack, enabling us to fi t the latest battery technology at a reasonable cost.’
Despite the motors’ hefty power outputs, top speed is limited by gearing to 80mph. ‘Every Munro is geared for torque,’ the company points out, with a peak of 516lbf.ft available all the way up to 50mph. While this means sportscar-like responses on the road, not to mention a 4.9-second 0-62 time, what matters more is that hauling a load of 1000kg or pulling a 3500kg trailer is something it will take in its stride.
In addition to being able to do either of these things, the MK_1 is capable of accommodating a Euro pallet in its load area. It’s been designed to take more than that, too. ‘Our customers should be able to throw things in the back without feeling bad,’ says Peterson. ‘We’ve used thick plywood for the lining of the cargo area. It gives a nice defi nition between the steel and aluminium material but, more importantly, it’s tough and extremely hardwearing. To ensure the cargo stays secured, we’ve used aluminium tracks and fastenings, each of which is strong enough to hold 400kg of weight in place.’
Up front, too, the vehicle makes full use of its long 130” wheelbase to allow plenty of legroom for front and second-row occupants alike. ‘If you push the driver’s seat all the way back, you can easily get a laptop on your knees without touching the steering wheel,’ says Head of Design Ross Compton. ‘And even with the driver’s seat right back, there’s still lots of spare knee room for the person sitting directly behind. Not only can the Munro accommodate fi ve adults, but it gives them enough space to check their emails if it’s blowing a gale outside.’
While it’s common to see oldshape Land Rover Defenders fi tted with roll cages for commercial and utility use, the MK_1 won’t need that as its body already provides full Roll Over Protection (ROP). Optional roof strengthening is also available for Falling Object Protection (FOP). The vehicle’s body panels are another item to be made in-house, where they are laser-cut, formed and folded before being moved a few metres to the paint shop.
Elsewhere in the cabin, a simple fl at dashboard is equipped with a choice of infotainment units running Apple CarPlay and Android Auto, or a UHF two-way radio in lieu. Switchgear is taken directly from the agricultural sector and is fully waterproof, as well as being suitable for use while wearing gloves. The whole cabin is designed for power-washing from the waist down, and a pair of side lockers provide ‘saddle bag’ stowage for items such as large tools and wet weather clothing.
Another outstanding touch is the provision of two 3-pin domestic sockets in the cabin. Unlike the sort of inverters you tend to get in petrol stations for the price of a sandwich, these are capable of supporting decent loads – allowing you to run a kettle and microwave as far as you want from home. In-car illumination is by ceiling-mounted LED strips, and the vehicle comes pre-wired for fl ashing beacons.
Munro is starting small, with plans to hand-build 50 ‘Founders’ Edition’ examples of the MK_1 during 2023. Priced from £49,995 plus VAT, these will be registered under IVA rules; the company says several orders have already been taken from as far afi eld as Switzerland, St Lucia and Dubai. The following year, the company intends to move into a purpose-built facility in central Scotland, creating 300 new jobs as it moves towards its strategic goal of producing 2500 units per year. These will be registered under Medium Series Type Approval in the UK and Small Series Type Approval in the EU, and specifi c variants will also be available in the USA.
In the midst of all this, Munro says that further models are already in the pipeline – with the fi rst of these set to be unveiled early in the new year. Anderson promises that it will look different to the MK_1, but that ‘it will set new standards for emission-free off-road mobility and it will conquer the most challenging terrain, master the toughest tasks and deliver a lifetime of service.’ Beyond that, Munro will add ‘a wide range of variants to meet our customers’ diverse needs.’
Those customers will be supported by a 60-month, 100,000-mile warranty. And ‘supported’ is the word; Munro says ‘we recognise and respect our customers’ right to repair and maintain their vehicle, and doing so will not invalidate their warranty.’ With this approach, and a hardcore off-road product at a price which compares well with the rest of the off-road market, Scotland’s fi rst volume car manufacturer in decades could be the one to show some of diesel’s staunchest allies that electric vehicles may have something to offer them after all.
