Latest news with #KGMobility
Korea Herald
7 days ago
- Automotive
- Korea Herald
KGM SUVs for Spain's Civil Guard
KG Mobility's Rexton and Musso Sports SUVs are parked ahead of deployment by Spain's Directorate General of the Civil Guard, the country's paramilitary law enforcement agency. The Korean automaker recently supplied 86 SUVs to the authorities for special missions, including drug and explosives detection and missing person searches. (KG Mobility)
The Advertiser
25-07-2025
- Automotive
- The Advertiser
2025 KGM Torres review
SsangYong Torres Pros SsangYong Torres Cons "What is that?", I hear you ask. It's the KGM Torres of course, though that probably doesn't help clear things up. First of all, KGM (or KG Mobility) is the new name for what was once SsangYong, the South Korean automaker that was acquired by the KG Group in 2022, before the KGM name was established in early 2023. It was known as KGM SsangYong to most Aussies for the best part of a year, and arriving in Australia during the rebranding period was the Torres, a new mid-size SUV with distinctive styling and the backing of one of Korea's largest automakers alongside the Hyundai/Kia group. The KGM Torres was officially launched here in October 2024, when it joined the large Rexton and mid-size Korando in the Korean brand's local SUV lineup, which was bolstered earlier this year with the arrival of yet another medium SUV, the Actyon. But what's different about the Torres, and why should you buy one instead of something like the top-selling Toyota RAV4? Under the bonnet is the same petrol engine as seen in the Korando, and the cheapest Torres costs about the same as the most expensive Korando, positioning it as a more premium medium SUV. The two also share several other mechanical components, but there's no electrification to compete with some of the segment's best-sellers including the hybrid-only RAV4, Australia's favourite SUV. This shows in the Torres' sales figures. In the first half of 2025, KGM shifted 168 examples of the Torres, which is nevertheless up on the brand's other two mid-size SUVs, the Korando (79) and the Actyon (66). That made all of them significantly less popular than all but one other mid-sized SUV, the electric Deepal S07 with 99 sales in the same period. Meantime, the RAV4 found 24,034 new homes, the Mazda CX-5 11,991, and the Mitsubishi Outlander 11,399, while most other mid-size SUVs chalked up at least 1000 in the same period. On test here is the top-spec KGM Torres Ultimate. Does it prove this quirky SUV is an undiscovered gem, or are buyers right to look elsewhere? The KGM Torres Ultimate is typically priced at $47,000 drive-away, though a current limited-time offer sees it reduced to $43,000 drive-away. ABN holders can do even better at $42,200 drive-away. The Torres competes in Australia's biggest and most crowded new-vehicle segment: mid-size SUVs. In this category, breadwinners like the RAV4, CX-5, Outlander, and the Kia Sportage might be more expensive, but buyers know and trust what they're getting from these established auto brands. There are also numerous Chinese rivals such as the MG HS, GWM Haval H6, and Chery Tiggo 7, all of which offer comprehensive standard equipment lists at affordable prices, and all of which have also comfortably outsold the Torres so far in 2025. To see how the KGM Torres stacks up against its rivals, use our comparison tool The initial 'wow' factor will be enough to draw you in, but the lustre quickly wears off. Most of the cabin certainly looks the part. It's all relatively clean, and the large bronze surfaces make this interior feel a little more special than most of the competition. But as you look closer, you'll realise that these surfaces are all plastic, and everything else that you expect to be soft is generally rock-hard. There's also a fair amount of cheaper-looking plastic, such as the scratchy panels underneath the dashboard and the silver accents scattered around the interior. Nowhere is this better demonstrated than with the steering wheel. The centre pad looks and feels cheap, while the huge silver plastic pieces appear a little clunky. The wheel itself is also massive in diameter but relatively thin, which can make it feel like you're piloting an ocean liner instead of an SUV. Its flat bottom makes it feel strangely square, but at least the leather finish is nice to hold. Its buttons are also finished in glossy black plastic, which – strangely – is the only place in the cabin where the material is found. They look grubby quickly, but we appreciate that these buttons are all physical and feel nice to use. They're also labelled clearly, making them easy to decipher on the move. This is a far cry from the Torres' infotainment system though – a 12.3-inch touchscreen that houses every single cabin function behind varying amounts of menus. We're accustomed to cars having their climate control systems buried in screens, but the Torres takes it to an astounding new level – bar Tesla. There are no physical buttons to be found beyond the steering wheel or gear selector, leaving no alternative methods to adjust temperature, fan speed, or even audio volume. The latter is fine for the driver, who can use the steering wheel's buttons instead. It becomes annoying for passenger-seat DJs though, and the method to adjust volume through the screen isn't obvious either. There's a drop-down menu you can pull from the top of the screen, which is where you'll find a volume slider and several other driving-related shortcuts. Similarly, the climate menu can be swiped out from the right of the screen. To KGM's credit, the climate menu will stay open on the side of the screen when using the native infotainment software and, when active, it isn't all that different to the third climate screen being rolled out in new Kia models, for instance. Unfortunately, the menu won't stay open when using Apple CarPlay. This is a considerable oversight. Even if the two displays can't both fit on the screen, there needs to be some permanent way to at least adjust basic climate functions, as it's fiddly and distracting to have to reach for the shortcut ribbon on the far side. Making matters worse is the fact the climate menu's buttons are small and require the driver's attention to figure out, while Apple CarPlay and Android Auto are only wired. Furthermore, the screen's native graphics aren't particularly appealing, and there's too much empty space outside of the smartphone interface. In front of the driver is a 12.3-inch digital instrument cluster, which has a clear layout despite the aesthetic background seeming unnecessary – a carryover from the infotainment system. It's also not immediately clear how to navigate this screen, as there's only one small bi-directional switch on the steering wheel to do so. Once you're used to it, there's plenty of helpful information here, and the large lettering makes the screen perfectly functional in practice. The steering wheel will cut off the corners of this rectangular display, but the range of adjustment provided means it's still easy to find a comfortable position. There's also plenty of adjustment in the seats, and the driver can even adjust the passenger seat using its driver-oriented buttons. This is to make it easier for front or rear passengers to get in, which will undoubtedly be helpful if the Torres is your vehicle of choice as a chauffeur. The seats themselves are comfortable, with solid bolstering, although perhaps a little firm. Elsewhere, the floating centre console houses two cupholders and a phone-sized slot, while a hole leads into a reasonably sized storage box – unfortunately, there's no wireless charger here. Under the floating centre console is a large, flat storage tray, along with a couple of connectivity options, including two USB-C ports. You'll also find a large cut-out under the dash, which can easily fit several wallets and phones. There's loads of space in the Torres' second row, thanks to its high roof and boxy body. I had no issues sitting behind my driving position at 173cm, with room to spare for taller occupants. Back here are some quirky amenities. Of course there's the standard dual USB-C ports and rear-facing air vents, but there are also multi-faceted map pockets on the scratchy plastic front seat-backs, multiple cut-outs on the centre console, and strange appendages on the front head restraints – the purpose of the latter we're not quite sure of. Tablet/device holders spring to mind, but there would be a lot of screen covered by the protruding lip at the bottom. In any case, the Torres' second row is practical and spacious even for three passengers, with acceptably comfortable seats and a fold-down centre armrest. A real strength of the Torres is its boot, which offers a claimed 703 litres of capacity with all seats in place. The proof is in the pudding too, because it looks as cavernous as that figure suggests. The cargo floor is long and flat, which makes it easy to slide longer items up and in. There are two cubbies on either side for smaller bags or loose items, and the large tailgate opening (with hands-free power assistance) makes loading cargo a breeze. A space-saver spare tyre is also standard across the range, which isn't ideal but is preferable to a tyre repair kit. It's also worth noting that most of our complaints regarding steering wheel materials and on-screen graphics appear to have been addressed through updates to the Torres sold in KGM's Korean home market. However, these have yet to be implemented in Australia. To see how the KGM Torres stacks up against its rivals, use our comparison tool Powering the Torres is a 1.5-litre four-cylinder turbo-petrol engine, which produces 120kW of power and 280Nm of torque regardless of the variant. The primary difference between the Ultimate and other grades is all-wheel drive. Our week with the car involved almost entirely freeway and highway driving, yet our fuel economy figure was still well above KGM's claim. Even with several heavy traffic stints, our recorded figure was much higher than expected. It's also well above the 4.8L/100km Toyota claims for all-wheel drive RAV4s, which are admittedly hybrid, and also higher than Mazda's 8.2L/100km claim for even the turbocharged all-wheel drive version of the CX-5. That said, our recent review of the CX-5 G35 Akera (with 2.5-litre turbo-petrol power) returned real-world fuel economy as high as 9.7L/100km. To see how the KGM Torres stacks up against its rivals, use our comparison tool Quite unremarkably, if we're honest. Firing up the Torres reveals a typical small-displacement four-cylinder thrum, which isn't exactly angelic but avoids being as brash and shouty as a cold Mazda 2.0-litre engine, for example. Of course, the Torres will never start silently, as there's no electric assistance to be found here. There is a hybrid option available in Korea, which mates the 1.5-litre engine with an electric motor and a 1.83kWh battery, and we imagine this would be a welcome and competitive addition locally. Still, setting off reveals decent petrol-only performance, as the engine is capable of providing enough of a kick to keep you interested. It isn't fast, but it doesn't need to be – it can still reliably pull out onto busy roads or make quick overtakes, though the throttle feels a bit touchy at first. Likewise, its six-speed Aisin automatic transmission is decent. We had no real issues with its behaviour, as its torque-converter setup ensures smooth acceleration and limits low-speed stumbling. It also reacts well to changes in throttle input, but takes a second to kick down if extra power is required and will sometimes take a moment to find the correct gear. Under hard acceleration the engine hauls the car with quite a racket, and the noise is never really accompanied by matching performance. You have the option to take control of the transmission yourself using the paddles behind the wheel. This adds a slightly sporty flair, but we wouldn't be surprised if many owners never use this option given the fairly lethargic response – which is not surprising, but still not as snappy as we'd like. It's also worth noting that although the Torres Ultimate comes standard with all-wheel drive, it behaves like an on-demand system. That means it'll operate in front-wheel drive mode in standard driving, but on low-traction surfaces or under hard acceleration it'll readily engage the rear wheels too. You can also 'lock' it in AWD if needed. This setup isn't uncommon in the auto industry as means to improve fuel economy, but consumption during our testing was still uncomfortably high. The 95-octane premium unleaded requirement doesn't make it any more palatable either. Other than that, the Torres offers a fairly run of the mill driving experience. The steering has a nice weight to it, though that colossal tiller doesn't help make this SUV feel particularly nimble and actually makes it feel less sporty. That's in contrast with its suspension setup, which is on the firmer side. An SUV like this doesn't need a firm suspension tune, and the Torres can get somewhat uncomfortable around town as a result. The stiff suspension also exaggerates the plasticky feel of the cabin; it can feel like there's no give or cushioning in anything. Of course, the upside is that the chassis tune works better at higher speeds, where the Torres feel much more planted than expected and take turns with appropriate composure. However, it also lets in noticeable levels of road noise. Unfortunately, this is amplified on the 20-inch alloys and low-profile rubber fitted to our tester, meaning it's not ideal if your commute involves long stretches of coarse-chip roads. The lack of suspension and tyre compliance translates small surface imperfections not only to the seat of your pants and feet, but also to the steering wheel, although the shocks are damped well enough to mask anything major. Perhaps a bigger issue is the Torres' lane-keeping system. It just isn't calibrated properly and will kick up a fuss if you stray anywhere near your lane markings – again an annoying trait if you're driving on country roads. It'll also beep to warn you while it attempts to get you back on course, but you do have the option to turn it off with a simple button press on the steering wheel. The Ultimate is also the only Torres grade to feature adaptive cruise control with lane centring and, in practice, this system is pretty decent. It's far preferable to the antiquated non-adaptive setup in lower trim levels, though it's not quite as confident around tighter bends as we'd like. The only other significant complaint we have about the Torres' driving experience relates to its serious blind spots at the rear corners, thanks to those huge C-pillars. They make head checks difficult unless you look through the rear door windows, although blind-spot monitoring is standard and helps with this. But all things considered, the Torres Ultimate is quite acceptable to drive, even if it doesn't quite live up to its price tag. If you're a fan of the distinctive design and like the idea of owning a Torres, you'd probably won't mind those hiccups. To see how the KGM Torres stacks up against its rivals, use our comparison tool There are only three variants of the Torres available in Australia, with the Ultimate being the top grade. 2025 KGM ELX equipment highlights: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool The KGM Torres has yet to be assessed by ANCAP. Standard safety equipment includes: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool KGM Australia backs its vehicles with a seven-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first. Current individual service costs for the Torres are detailed below: To see how the KGM Torres stacks up against its rivals, use our comparison tool The Torres does most things okay, but in a sea of mid-size SUVs it isn't easy to find reasons to buy one. Looking past the unique and interesting design, there isn't much that's remarkably different. The small-displacement petrol engine and standard torque converter auto make it decent to drive, and solid interior packaging makes for spacious hauling, but all of these attributes are either on par with or slightly inferior to what most other mainstream SUVs offer. KGM appears to be trying to convince people it 'isn't like the others', as evidenced by the "Built in Korea since 1954" slogan on its seven-year warranty sticker. Perhaps it's an effort to avoid confusion with its increasing Chinese competition. That competition is also a big reason why the Torres is difficult to recommend. The similarly priced MG HS, GWM Haval H6 and Chery Tiggo 7 offer more features, a wider variety of variants to choose from, and the option of both petrol and hybrid powertrains, including plug-in hybrid power for the latter two. Why should buyers 'make do' with just one petrol engine for the Torres, especially when electrification would make sense in a top-spec flagship like the not-inexpensive Ultimate? The Torres is a car in which many of the fundamentals are sorted, making it a prime candidate for KGM to branch out into the hybrid market, which would set it apart from some Japanese heavy-hitters like the Mazda CX-5, at least for now. The popularity of the hybrid-only RAV4 and hybrid variants of other rivals like the Sportage and Hyundai Tucson shows there is strong buyer appetite for electrified powertrains. There's a hybrid Torres available overseas, and introducing it here with competitive pricing could help invigorate the nameplate. It would also set this mid-size SUV apart from the petrol-only Actyon, which outsold the Torres last month despite being slightly longer and pricier. If you're in the market for a medium SUV and think the Torres looks cool without being too expensive, we encourage you to take it for a test drive. Just don't be surprised if you end up buying something else instead, even if it's something else within the KGM stable. CarExpert can save you thousands on a new KGM Torres. Click here to get a great Explore the KGM Torres showroom Content originally sourced from: Torres Pros SsangYong Torres Cons "What is that?", I hear you ask. It's the KGM Torres of course, though that probably doesn't help clear things up. First of all, KGM (or KG Mobility) is the new name for what was once SsangYong, the South Korean automaker that was acquired by the KG Group in 2022, before the KGM name was established in early 2023. It was known as KGM SsangYong to most Aussies for the best part of a year, and arriving in Australia during the rebranding period was the Torres, a new mid-size SUV with distinctive styling and the backing of one of Korea's largest automakers alongside the Hyundai/Kia group. The KGM Torres was officially launched here in October 2024, when it joined the large Rexton and mid-size Korando in the Korean brand's local SUV lineup, which was bolstered earlier this year with the arrival of yet another medium SUV, the Actyon. But what's different about the Torres, and why should you buy one instead of something like the top-selling Toyota RAV4? Under the bonnet is the same petrol engine as seen in the Korando, and the cheapest Torres costs about the same as the most expensive Korando, positioning it as a more premium medium SUV. The two also share several other mechanical components, but there's no electrification to compete with some of the segment's best-sellers including the hybrid-only RAV4, Australia's favourite SUV. This shows in the Torres' sales figures. In the first half of 2025, KGM shifted 168 examples of the Torres, which is nevertheless up on the brand's other two mid-size SUVs, the Korando (79) and the Actyon (66). That made all of them significantly less popular than all but one other mid-sized SUV, the electric Deepal S07 with 99 sales in the same period. Meantime, the RAV4 found 24,034 new homes, the Mazda CX-5 11,991, and the Mitsubishi Outlander 11,399, while most other mid-size SUVs chalked up at least 1000 in the same period. On test here is the top-spec KGM Torres Ultimate. Does it prove this quirky SUV is an undiscovered gem, or are buyers right to look elsewhere? The KGM Torres Ultimate is typically priced at $47,000 drive-away, though a current limited-time offer sees it reduced to $43,000 drive-away. ABN holders can do even better at $42,200 drive-away. The Torres competes in Australia's biggest and most crowded new-vehicle segment: mid-size SUVs. In this category, breadwinners like the RAV4, CX-5, Outlander, and the Kia Sportage might be more expensive, but buyers know and trust what they're getting from these established auto brands. There are also numerous Chinese rivals such as the MG HS, GWM Haval H6, and Chery Tiggo 7, all of which offer comprehensive standard equipment lists at affordable prices, and all of which have also comfortably outsold the Torres so far in 2025. To see how the KGM Torres stacks up against its rivals, use our comparison tool The initial 'wow' factor will be enough to draw you in, but the lustre quickly wears off. Most of the cabin certainly looks the part. It's all relatively clean, and the large bronze surfaces make this interior feel a little more special than most of the competition. But as you look closer, you'll realise that these surfaces are all plastic, and everything else that you expect to be soft is generally rock-hard. There's also a fair amount of cheaper-looking plastic, such as the scratchy panels underneath the dashboard and the silver accents scattered around the interior. Nowhere is this better demonstrated than with the steering wheel. The centre pad looks and feels cheap, while the huge silver plastic pieces appear a little clunky. The wheel itself is also massive in diameter but relatively thin, which can make it feel like you're piloting an ocean liner instead of an SUV. Its flat bottom makes it feel strangely square, but at least the leather finish is nice to hold. Its buttons are also finished in glossy black plastic, which – strangely – is the only place in the cabin where the material is found. They look grubby quickly, but we appreciate that these buttons are all physical and feel nice to use. They're also labelled clearly, making them easy to decipher on the move. This is a far cry from the Torres' infotainment system though – a 12.3-inch touchscreen that houses every single cabin function behind varying amounts of menus. We're accustomed to cars having their climate control systems buried in screens, but the Torres takes it to an astounding new level – bar Tesla. There are no physical buttons to be found beyond the steering wheel or gear selector, leaving no alternative methods to adjust temperature, fan speed, or even audio volume. The latter is fine for the driver, who can use the steering wheel's buttons instead. It becomes annoying for passenger-seat DJs though, and the method to adjust volume through the screen isn't obvious either. There's a drop-down menu you can pull from the top of the screen, which is where you'll find a volume slider and several other driving-related shortcuts. Similarly, the climate menu can be swiped out from the right of the screen. To KGM's credit, the climate menu will stay open on the side of the screen when using the native infotainment software and, when active, it isn't all that different to the third climate screen being rolled out in new Kia models, for instance. Unfortunately, the menu won't stay open when using Apple CarPlay. This is a considerable oversight. Even if the two displays can't both fit on the screen, there needs to be some permanent way to at least adjust basic climate functions, as it's fiddly and distracting to have to reach for the shortcut ribbon on the far side. Making matters worse is the fact the climate menu's buttons are small and require the driver's attention to figure out, while Apple CarPlay and Android Auto are only wired. Furthermore, the screen's native graphics aren't particularly appealing, and there's too much empty space outside of the smartphone interface. In front of the driver is a 12.3-inch digital instrument cluster, which has a clear layout despite the aesthetic background seeming unnecessary – a carryover from the infotainment system. It's also not immediately clear how to navigate this screen, as there's only one small bi-directional switch on the steering wheel to do so. Once you're used to it, there's plenty of helpful information here, and the large lettering makes the screen perfectly functional in practice. The steering wheel will cut off the corners of this rectangular display, but the range of adjustment provided means it's still easy to find a comfortable position. There's also plenty of adjustment in the seats, and the driver can even adjust the passenger seat using its driver-oriented buttons. This is to make it easier for front or rear passengers to get in, which will undoubtedly be helpful if the Torres is your vehicle of choice as a chauffeur. The seats themselves are comfortable, with solid bolstering, although perhaps a little firm. Elsewhere, the floating centre console houses two cupholders and a phone-sized slot, while a hole leads into a reasonably sized storage box – unfortunately, there's no wireless charger here. Under the floating centre console is a large, flat storage tray, along with a couple of connectivity options, including two USB-C ports. You'll also find a large cut-out under the dash, which can easily fit several wallets and phones. There's loads of space in the Torres' second row, thanks to its high roof and boxy body. I had no issues sitting behind my driving position at 173cm, with room to spare for taller occupants. Back here are some quirky amenities. Of course there's the standard dual USB-C ports and rear-facing air vents, but there are also multi-faceted map pockets on the scratchy plastic front seat-backs, multiple cut-outs on the centre console, and strange appendages on the front head restraints – the purpose of the latter we're not quite sure of. Tablet/device holders spring to mind, but there would be a lot of screen covered by the protruding lip at the bottom. In any case, the Torres' second row is practical and spacious even for three passengers, with acceptably comfortable seats and a fold-down centre armrest. A real strength of the Torres is its boot, which offers a claimed 703 litres of capacity with all seats in place. The proof is in the pudding too, because it looks as cavernous as that figure suggests. The cargo floor is long and flat, which makes it easy to slide longer items up and in. There are two cubbies on either side for smaller bags or loose items, and the large tailgate opening (with hands-free power assistance) makes loading cargo a breeze. A space-saver spare tyre is also standard across the range, which isn't ideal but is preferable to a tyre repair kit. It's also worth noting that most of our complaints regarding steering wheel materials and on-screen graphics appear to have been addressed through updates to the Torres sold in KGM's Korean home market. However, these have yet to be implemented in Australia. To see how the KGM Torres stacks up against its rivals, use our comparison tool Powering the Torres is a 1.5-litre four-cylinder turbo-petrol engine, which produces 120kW of power and 280Nm of torque regardless of the variant. The primary difference between the Ultimate and other grades is all-wheel drive. Our week with the car involved almost entirely freeway and highway driving, yet our fuel economy figure was still well above KGM's claim. Even with several heavy traffic stints, our recorded figure was much higher than expected. It's also well above the 4.8L/100km Toyota claims for all-wheel drive RAV4s, which are admittedly hybrid, and also higher than Mazda's 8.2L/100km claim for even the turbocharged all-wheel drive version of the CX-5. That said, our recent review of the CX-5 G35 Akera (with 2.5-litre turbo-petrol power) returned real-world fuel economy as high as 9.7L/100km. To see how the KGM Torres stacks up against its rivals, use our comparison tool Quite unremarkably, if we're honest. Firing up the Torres reveals a typical small-displacement four-cylinder thrum, which isn't exactly angelic but avoids being as brash and shouty as a cold Mazda 2.0-litre engine, for example. Of course, the Torres will never start silently, as there's no electric assistance to be found here. There is a hybrid option available in Korea, which mates the 1.5-litre engine with an electric motor and a 1.83kWh battery, and we imagine this would be a welcome and competitive addition locally. Still, setting off reveals decent petrol-only performance, as the engine is capable of providing enough of a kick to keep you interested. It isn't fast, but it doesn't need to be – it can still reliably pull out onto busy roads or make quick overtakes, though the throttle feels a bit touchy at first. Likewise, its six-speed Aisin automatic transmission is decent. We had no real issues with its behaviour, as its torque-converter setup ensures smooth acceleration and limits low-speed stumbling. It also reacts well to changes in throttle input, but takes a second to kick down if extra power is required and will sometimes take a moment to find the correct gear. Under hard acceleration the engine hauls the car with quite a racket, and the noise is never really accompanied by matching performance. You have the option to take control of the transmission yourself using the paddles behind the wheel. This adds a slightly sporty flair, but we wouldn't be surprised if many owners never use this option given the fairly lethargic response – which is not surprising, but still not as snappy as we'd like. It's also worth noting that although the Torres Ultimate comes standard with all-wheel drive, it behaves like an on-demand system. That means it'll operate in front-wheel drive mode in standard driving, but on low-traction surfaces or under hard acceleration it'll readily engage the rear wheels too. You can also 'lock' it in AWD if needed. This setup isn't uncommon in the auto industry as means to improve fuel economy, but consumption during our testing was still uncomfortably high. The 95-octane premium unleaded requirement doesn't make it any more palatable either. Other than that, the Torres offers a fairly run of the mill driving experience. The steering has a nice weight to it, though that colossal tiller doesn't help make this SUV feel particularly nimble and actually makes it feel less sporty. That's in contrast with its suspension setup, which is on the firmer side. An SUV like this doesn't need a firm suspension tune, and the Torres can get somewhat uncomfortable around town as a result. The stiff suspension also exaggerates the plasticky feel of the cabin; it can feel like there's no give or cushioning in anything. Of course, the upside is that the chassis tune works better at higher speeds, where the Torres feel much more planted than expected and take turns with appropriate composure. However, it also lets in noticeable levels of road noise. Unfortunately, this is amplified on the 20-inch alloys and low-profile rubber fitted to our tester, meaning it's not ideal if your commute involves long stretches of coarse-chip roads. The lack of suspension and tyre compliance translates small surface imperfections not only to the seat of your pants and feet, but also to the steering wheel, although the shocks are damped well enough to mask anything major. Perhaps a bigger issue is the Torres' lane-keeping system. It just isn't calibrated properly and will kick up a fuss if you stray anywhere near your lane markings – again an annoying trait if you're driving on country roads. It'll also beep to warn you while it attempts to get you back on course, but you do have the option to turn it off with a simple button press on the steering wheel. The Ultimate is also the only Torres grade to feature adaptive cruise control with lane centring and, in practice, this system is pretty decent. It's far preferable to the antiquated non-adaptive setup in lower trim levels, though it's not quite as confident around tighter bends as we'd like. The only other significant complaint we have about the Torres' driving experience relates to its serious blind spots at the rear corners, thanks to those huge C-pillars. They make head checks difficult unless you look through the rear door windows, although blind-spot monitoring is standard and helps with this. But all things considered, the Torres Ultimate is quite acceptable to drive, even if it doesn't quite live up to its price tag. If you're a fan of the distinctive design and like the idea of owning a Torres, you'd probably won't mind those hiccups. To see how the KGM Torres stacks up against its rivals, use our comparison tool There are only three variants of the Torres available in Australia, with the Ultimate being the top grade. 2025 KGM ELX equipment highlights: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool The KGM Torres has yet to be assessed by ANCAP. Standard safety equipment includes: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool KGM Australia backs its vehicles with a seven-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first. Current individual service costs for the Torres are detailed below: To see how the KGM Torres stacks up against its rivals, use our comparison tool The Torres does most things okay, but in a sea of mid-size SUVs it isn't easy to find reasons to buy one. Looking past the unique and interesting design, there isn't much that's remarkably different. The small-displacement petrol engine and standard torque converter auto make it decent to drive, and solid interior packaging makes for spacious hauling, but all of these attributes are either on par with or slightly inferior to what most other mainstream SUVs offer. KGM appears to be trying to convince people it 'isn't like the others', as evidenced by the "Built in Korea since 1954" slogan on its seven-year warranty sticker. Perhaps it's an effort to avoid confusion with its increasing Chinese competition. That competition is also a big reason why the Torres is difficult to recommend. The similarly priced MG HS, GWM Haval H6 and Chery Tiggo 7 offer more features, a wider variety of variants to choose from, and the option of both petrol and hybrid powertrains, including plug-in hybrid power for the latter two. Why should buyers 'make do' with just one petrol engine for the Torres, especially when electrification would make sense in a top-spec flagship like the not-inexpensive Ultimate? The Torres is a car in which many of the fundamentals are sorted, making it a prime candidate for KGM to branch out into the hybrid market, which would set it apart from some Japanese heavy-hitters like the Mazda CX-5, at least for now. The popularity of the hybrid-only RAV4 and hybrid variants of other rivals like the Sportage and Hyundai Tucson shows there is strong buyer appetite for electrified powertrains. There's a hybrid Torres available overseas, and introducing it here with competitive pricing could help invigorate the nameplate. It would also set this mid-size SUV apart from the petrol-only Actyon, which outsold the Torres last month despite being slightly longer and pricier. If you're in the market for a medium SUV and think the Torres looks cool without being too expensive, we encourage you to take it for a test drive. Just don't be surprised if you end up buying something else instead, even if it's something else within the KGM stable. CarExpert can save you thousands on a new KGM Torres. Click here to get a great Explore the KGM Torres showroom Content originally sourced from: Torres Pros SsangYong Torres Cons "What is that?", I hear you ask. It's the KGM Torres of course, though that probably doesn't help clear things up. First of all, KGM (or KG Mobility) is the new name for what was once SsangYong, the South Korean automaker that was acquired by the KG Group in 2022, before the KGM name was established in early 2023. It was known as KGM SsangYong to most Aussies for the best part of a year, and arriving in Australia during the rebranding period was the Torres, a new mid-size SUV with distinctive styling and the backing of one of Korea's largest automakers alongside the Hyundai/Kia group. The KGM Torres was officially launched here in October 2024, when it joined the large Rexton and mid-size Korando in the Korean brand's local SUV lineup, which was bolstered earlier this year with the arrival of yet another medium SUV, the Actyon. But what's different about the Torres, and why should you buy one instead of something like the top-selling Toyota RAV4? Under the bonnet is the same petrol engine as seen in the Korando, and the cheapest Torres costs about the same as the most expensive Korando, positioning it as a more premium medium SUV. The two also share several other mechanical components, but there's no electrification to compete with some of the segment's best-sellers including the hybrid-only RAV4, Australia's favourite SUV. This shows in the Torres' sales figures. In the first half of 2025, KGM shifted 168 examples of the Torres, which is nevertheless up on the brand's other two mid-size SUVs, the Korando (79) and the Actyon (66). That made all of them significantly less popular than all but one other mid-sized SUV, the electric Deepal S07 with 99 sales in the same period. Meantime, the RAV4 found 24,034 new homes, the Mazda CX-5 11,991, and the Mitsubishi Outlander 11,399, while most other mid-size SUVs chalked up at least 1000 in the same period. On test here is the top-spec KGM Torres Ultimate. Does it prove this quirky SUV is an undiscovered gem, or are buyers right to look elsewhere? The KGM Torres Ultimate is typically priced at $47,000 drive-away, though a current limited-time offer sees it reduced to $43,000 drive-away. ABN holders can do even better at $42,200 drive-away. The Torres competes in Australia's biggest and most crowded new-vehicle segment: mid-size SUVs. In this category, breadwinners like the RAV4, CX-5, Outlander, and the Kia Sportage might be more expensive, but buyers know and trust what they're getting from these established auto brands. There are also numerous Chinese rivals such as the MG HS, GWM Haval H6, and Chery Tiggo 7, all of which offer comprehensive standard equipment lists at affordable prices, and all of which have also comfortably outsold the Torres so far in 2025. To see how the KGM Torres stacks up against its rivals, use our comparison tool The initial 'wow' factor will be enough to draw you in, but the lustre quickly wears off. Most of the cabin certainly looks the part. It's all relatively clean, and the large bronze surfaces make this interior feel a little more special than most of the competition. But as you look closer, you'll realise that these surfaces are all plastic, and everything else that you expect to be soft is generally rock-hard. There's also a fair amount of cheaper-looking plastic, such as the scratchy panels underneath the dashboard and the silver accents scattered around the interior. Nowhere is this better demonstrated than with the steering wheel. The centre pad looks and feels cheap, while the huge silver plastic pieces appear a little clunky. The wheel itself is also massive in diameter but relatively thin, which can make it feel like you're piloting an ocean liner instead of an SUV. Its flat bottom makes it feel strangely square, but at least the leather finish is nice to hold. Its buttons are also finished in glossy black plastic, which – strangely – is the only place in the cabin where the material is found. They look grubby quickly, but we appreciate that these buttons are all physical and feel nice to use. They're also labelled clearly, making them easy to decipher on the move. This is a far cry from the Torres' infotainment system though – a 12.3-inch touchscreen that houses every single cabin function behind varying amounts of menus. We're accustomed to cars having their climate control systems buried in screens, but the Torres takes it to an astounding new level – bar Tesla. There are no physical buttons to be found beyond the steering wheel or gear selector, leaving no alternative methods to adjust temperature, fan speed, or even audio volume. The latter is fine for the driver, who can use the steering wheel's buttons instead. It becomes annoying for passenger-seat DJs though, and the method to adjust volume through the screen isn't obvious either. There's a drop-down menu you can pull from the top of the screen, which is where you'll find a volume slider and several other driving-related shortcuts. Similarly, the climate menu can be swiped out from the right of the screen. To KGM's credit, the climate menu will stay open on the side of the screen when using the native infotainment software and, when active, it isn't all that different to the third climate screen being rolled out in new Kia models, for instance. Unfortunately, the menu won't stay open when using Apple CarPlay. This is a considerable oversight. Even if the two displays can't both fit on the screen, there needs to be some permanent way to at least adjust basic climate functions, as it's fiddly and distracting to have to reach for the shortcut ribbon on the far side. Making matters worse is the fact the climate menu's buttons are small and require the driver's attention to figure out, while Apple CarPlay and Android Auto are only wired. Furthermore, the screen's native graphics aren't particularly appealing, and there's too much empty space outside of the smartphone interface. In front of the driver is a 12.3-inch digital instrument cluster, which has a clear layout despite the aesthetic background seeming unnecessary – a carryover from the infotainment system. It's also not immediately clear how to navigate this screen, as there's only one small bi-directional switch on the steering wheel to do so. Once you're used to it, there's plenty of helpful information here, and the large lettering makes the screen perfectly functional in practice. The steering wheel will cut off the corners of this rectangular display, but the range of adjustment provided means it's still easy to find a comfortable position. There's also plenty of adjustment in the seats, and the driver can even adjust the passenger seat using its driver-oriented buttons. This is to make it easier for front or rear passengers to get in, which will undoubtedly be helpful if the Torres is your vehicle of choice as a chauffeur. The seats themselves are comfortable, with solid bolstering, although perhaps a little firm. Elsewhere, the floating centre console houses two cupholders and a phone-sized slot, while a hole leads into a reasonably sized storage box – unfortunately, there's no wireless charger here. Under the floating centre console is a large, flat storage tray, along with a couple of connectivity options, including two USB-C ports. You'll also find a large cut-out under the dash, which can easily fit several wallets and phones. There's loads of space in the Torres' second row, thanks to its high roof and boxy body. I had no issues sitting behind my driving position at 173cm, with room to spare for taller occupants. Back here are some quirky amenities. Of course there's the standard dual USB-C ports and rear-facing air vents, but there are also multi-faceted map pockets on the scratchy plastic front seat-backs, multiple cut-outs on the centre console, and strange appendages on the front head restraints – the purpose of the latter we're not quite sure of. Tablet/device holders spring to mind, but there would be a lot of screen covered by the protruding lip at the bottom. In any case, the Torres' second row is practical and spacious even for three passengers, with acceptably comfortable seats and a fold-down centre armrest. A real strength of the Torres is its boot, which offers a claimed 703 litres of capacity with all seats in place. The proof is in the pudding too, because it looks as cavernous as that figure suggests. The cargo floor is long and flat, which makes it easy to slide longer items up and in. There are two cubbies on either side for smaller bags or loose items, and the large tailgate opening (with hands-free power assistance) makes loading cargo a breeze. A space-saver spare tyre is also standard across the range, which isn't ideal but is preferable to a tyre repair kit. It's also worth noting that most of our complaints regarding steering wheel materials and on-screen graphics appear to have been addressed through updates to the Torres sold in KGM's Korean home market. However, these have yet to be implemented in Australia. To see how the KGM Torres stacks up against its rivals, use our comparison tool Powering the Torres is a 1.5-litre four-cylinder turbo-petrol engine, which produces 120kW of power and 280Nm of torque regardless of the variant. The primary difference between the Ultimate and other grades is all-wheel drive. Our week with the car involved almost entirely freeway and highway driving, yet our fuel economy figure was still well above KGM's claim. Even with several heavy traffic stints, our recorded figure was much higher than expected. It's also well above the 4.8L/100km Toyota claims for all-wheel drive RAV4s, which are admittedly hybrid, and also higher than Mazda's 8.2L/100km claim for even the turbocharged all-wheel drive version of the CX-5. That said, our recent review of the CX-5 G35 Akera (with 2.5-litre turbo-petrol power) returned real-world fuel economy as high as 9.7L/100km. To see how the KGM Torres stacks up against its rivals, use our comparison tool Quite unremarkably, if we're honest. Firing up the Torres reveals a typical small-displacement four-cylinder thrum, which isn't exactly angelic but avoids being as brash and shouty as a cold Mazda 2.0-litre engine, for example. Of course, the Torres will never start silently, as there's no electric assistance to be found here. There is a hybrid option available in Korea, which mates the 1.5-litre engine with an electric motor and a 1.83kWh battery, and we imagine this would be a welcome and competitive addition locally. Still, setting off reveals decent petrol-only performance, as the engine is capable of providing enough of a kick to keep you interested. It isn't fast, but it doesn't need to be – it can still reliably pull out onto busy roads or make quick overtakes, though the throttle feels a bit touchy at first. Likewise, its six-speed Aisin automatic transmission is decent. We had no real issues with its behaviour, as its torque-converter setup ensures smooth acceleration and limits low-speed stumbling. It also reacts well to changes in throttle input, but takes a second to kick down if extra power is required and will sometimes take a moment to find the correct gear. Under hard acceleration the engine hauls the car with quite a racket, and the noise is never really accompanied by matching performance. You have the option to take control of the transmission yourself using the paddles behind the wheel. This adds a slightly sporty flair, but we wouldn't be surprised if many owners never use this option given the fairly lethargic response – which is not surprising, but still not as snappy as we'd like. It's also worth noting that although the Torres Ultimate comes standard with all-wheel drive, it behaves like an on-demand system. That means it'll operate in front-wheel drive mode in standard driving, but on low-traction surfaces or under hard acceleration it'll readily engage the rear wheels too. You can also 'lock' it in AWD if needed. This setup isn't uncommon in the auto industry as means to improve fuel economy, but consumption during our testing was still uncomfortably high. The 95-octane premium unleaded requirement doesn't make it any more palatable either. Other than that, the Torres offers a fairly run of the mill driving experience. The steering has a nice weight to it, though that colossal tiller doesn't help make this SUV feel particularly nimble and actually makes it feel less sporty. That's in contrast with its suspension setup, which is on the firmer side. An SUV like this doesn't need a firm suspension tune, and the Torres can get somewhat uncomfortable around town as a result. The stiff suspension also exaggerates the plasticky feel of the cabin; it can feel like there's no give or cushioning in anything. Of course, the upside is that the chassis tune works better at higher speeds, where the Torres feel much more planted than expected and take turns with appropriate composure. However, it also lets in noticeable levels of road noise. Unfortunately, this is amplified on the 20-inch alloys and low-profile rubber fitted to our tester, meaning it's not ideal if your commute involves long stretches of coarse-chip roads. The lack of suspension and tyre compliance translates small surface imperfections not only to the seat of your pants and feet, but also to the steering wheel, although the shocks are damped well enough to mask anything major. Perhaps a bigger issue is the Torres' lane-keeping system. It just isn't calibrated properly and will kick up a fuss if you stray anywhere near your lane markings – again an annoying trait if you're driving on country roads. It'll also beep to warn you while it attempts to get you back on course, but you do have the option to turn it off with a simple button press on the steering wheel. The Ultimate is also the only Torres grade to feature adaptive cruise control with lane centring and, in practice, this system is pretty decent. It's far preferable to the antiquated non-adaptive setup in lower trim levels, though it's not quite as confident around tighter bends as we'd like. The only other significant complaint we have about the Torres' driving experience relates to its serious blind spots at the rear corners, thanks to those huge C-pillars. They make head checks difficult unless you look through the rear door windows, although blind-spot monitoring is standard and helps with this. But all things considered, the Torres Ultimate is quite acceptable to drive, even if it doesn't quite live up to its price tag. If you're a fan of the distinctive design and like the idea of owning a Torres, you'd probably won't mind those hiccups. To see how the KGM Torres stacks up against its rivals, use our comparison tool There are only three variants of the Torres available in Australia, with the Ultimate being the top grade. 2025 KGM ELX equipment highlights: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool The KGM Torres has yet to be assessed by ANCAP. Standard safety equipment includes: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool KGM Australia backs its vehicles with a seven-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first. Current individual service costs for the Torres are detailed below: To see how the KGM Torres stacks up against its rivals, use our comparison tool The Torres does most things okay, but in a sea of mid-size SUVs it isn't easy to find reasons to buy one. Looking past the unique and interesting design, there isn't much that's remarkably different. The small-displacement petrol engine and standard torque converter auto make it decent to drive, and solid interior packaging makes for spacious hauling, but all of these attributes are either on par with or slightly inferior to what most other mainstream SUVs offer. KGM appears to be trying to convince people it 'isn't like the others', as evidenced by the "Built in Korea since 1954" slogan on its seven-year warranty sticker. Perhaps it's an effort to avoid confusion with its increasing Chinese competition. That competition is also a big reason why the Torres is difficult to recommend. The similarly priced MG HS, GWM Haval H6 and Chery Tiggo 7 offer more features, a wider variety of variants to choose from, and the option of both petrol and hybrid powertrains, including plug-in hybrid power for the latter two. Why should buyers 'make do' with just one petrol engine for the Torres, especially when electrification would make sense in a top-spec flagship like the not-inexpensive Ultimate? The Torres is a car in which many of the fundamentals are sorted, making it a prime candidate for KGM to branch out into the hybrid market, which would set it apart from some Japanese heavy-hitters like the Mazda CX-5, at least for now. The popularity of the hybrid-only RAV4 and hybrid variants of other rivals like the Sportage and Hyundai Tucson shows there is strong buyer appetite for electrified powertrains. There's a hybrid Torres available overseas, and introducing it here with competitive pricing could help invigorate the nameplate. It would also set this mid-size SUV apart from the petrol-only Actyon, which outsold the Torres last month despite being slightly longer and pricier. If you're in the market for a medium SUV and think the Torres looks cool without being too expensive, we encourage you to take it for a test drive. Just don't be surprised if you end up buying something else instead, even if it's something else within the KGM stable. CarExpert can save you thousands on a new KGM Torres. Click here to get a great Explore the KGM Torres showroom Content originally sourced from: Torres Pros SsangYong Torres Cons "What is that?", I hear you ask. It's the KGM Torres of course, though that probably doesn't help clear things up. First of all, KGM (or KG Mobility) is the new name for what was once SsangYong, the South Korean automaker that was acquired by the KG Group in 2022, before the KGM name was established in early 2023. It was known as KGM SsangYong to most Aussies for the best part of a year, and arriving in Australia during the rebranding period was the Torres, a new mid-size SUV with distinctive styling and the backing of one of Korea's largest automakers alongside the Hyundai/Kia group. The KGM Torres was officially launched here in October 2024, when it joined the large Rexton and mid-size Korando in the Korean brand's local SUV lineup, which was bolstered earlier this year with the arrival of yet another medium SUV, the Actyon. But what's different about the Torres, and why should you buy one instead of something like the top-selling Toyota RAV4? Under the bonnet is the same petrol engine as seen in the Korando, and the cheapest Torres costs about the same as the most expensive Korando, positioning it as a more premium medium SUV. The two also share several other mechanical components, but there's no electrification to compete with some of the segment's best-sellers including the hybrid-only RAV4, Australia's favourite SUV. This shows in the Torres' sales figures. In the first half of 2025, KGM shifted 168 examples of the Torres, which is nevertheless up on the brand's other two mid-size SUVs, the Korando (79) and the Actyon (66). That made all of them significantly less popular than all but one other mid-sized SUV, the electric Deepal S07 with 99 sales in the same period. Meantime, the RAV4 found 24,034 new homes, the Mazda CX-5 11,991, and the Mitsubishi Outlander 11,399, while most other mid-size SUVs chalked up at least 1000 in the same period. On test here is the top-spec KGM Torres Ultimate. Does it prove this quirky SUV is an undiscovered gem, or are buyers right to look elsewhere? The KGM Torres Ultimate is typically priced at $47,000 drive-away, though a current limited-time offer sees it reduced to $43,000 drive-away. ABN holders can do even better at $42,200 drive-away. The Torres competes in Australia's biggest and most crowded new-vehicle segment: mid-size SUVs. In this category, breadwinners like the RAV4, CX-5, Outlander, and the Kia Sportage might be more expensive, but buyers know and trust what they're getting from these established auto brands. There are also numerous Chinese rivals such as the MG HS, GWM Haval H6, and Chery Tiggo 7, all of which offer comprehensive standard equipment lists at affordable prices, and all of which have also comfortably outsold the Torres so far in 2025. To see how the KGM Torres stacks up against its rivals, use our comparison tool The initial 'wow' factor will be enough to draw you in, but the lustre quickly wears off. Most of the cabin certainly looks the part. It's all relatively clean, and the large bronze surfaces make this interior feel a little more special than most of the competition. But as you look closer, you'll realise that these surfaces are all plastic, and everything else that you expect to be soft is generally rock-hard. There's also a fair amount of cheaper-looking plastic, such as the scratchy panels underneath the dashboard and the silver accents scattered around the interior. Nowhere is this better demonstrated than with the steering wheel. The centre pad looks and feels cheap, while the huge silver plastic pieces appear a little clunky. The wheel itself is also massive in diameter but relatively thin, which can make it feel like you're piloting an ocean liner instead of an SUV. Its flat bottom makes it feel strangely square, but at least the leather finish is nice to hold. Its buttons are also finished in glossy black plastic, which – strangely – is the only place in the cabin where the material is found. They look grubby quickly, but we appreciate that these buttons are all physical and feel nice to use. They're also labelled clearly, making them easy to decipher on the move. This is a far cry from the Torres' infotainment system though – a 12.3-inch touchscreen that houses every single cabin function behind varying amounts of menus. We're accustomed to cars having their climate control systems buried in screens, but the Torres takes it to an astounding new level – bar Tesla. There are no physical buttons to be found beyond the steering wheel or gear selector, leaving no alternative methods to adjust temperature, fan speed, or even audio volume. The latter is fine for the driver, who can use the steering wheel's buttons instead. It becomes annoying for passenger-seat DJs though, and the method to adjust volume through the screen isn't obvious either. There's a drop-down menu you can pull from the top of the screen, which is where you'll find a volume slider and several other driving-related shortcuts. Similarly, the climate menu can be swiped out from the right of the screen. To KGM's credit, the climate menu will stay open on the side of the screen when using the native infotainment software and, when active, it isn't all that different to the third climate screen being rolled out in new Kia models, for instance. Unfortunately, the menu won't stay open when using Apple CarPlay. This is a considerable oversight. Even if the two displays can't both fit on the screen, there needs to be some permanent way to at least adjust basic climate functions, as it's fiddly and distracting to have to reach for the shortcut ribbon on the far side. Making matters worse is the fact the climate menu's buttons are small and require the driver's attention to figure out, while Apple CarPlay and Android Auto are only wired. Furthermore, the screen's native graphics aren't particularly appealing, and there's too much empty space outside of the smartphone interface. In front of the driver is a 12.3-inch digital instrument cluster, which has a clear layout despite the aesthetic background seeming unnecessary – a carryover from the infotainment system. It's also not immediately clear how to navigate this screen, as there's only one small bi-directional switch on the steering wheel to do so. Once you're used to it, there's plenty of helpful information here, and the large lettering makes the screen perfectly functional in practice. The steering wheel will cut off the corners of this rectangular display, but the range of adjustment provided means it's still easy to find a comfortable position. There's also plenty of adjustment in the seats, and the driver can even adjust the passenger seat using its driver-oriented buttons. This is to make it easier for front or rear passengers to get in, which will undoubtedly be helpful if the Torres is your vehicle of choice as a chauffeur. The seats themselves are comfortable, with solid bolstering, although perhaps a little firm. Elsewhere, the floating centre console houses two cupholders and a phone-sized slot, while a hole leads into a reasonably sized storage box – unfortunately, there's no wireless charger here. Under the floating centre console is a large, flat storage tray, along with a couple of connectivity options, including two USB-C ports. You'll also find a large cut-out under the dash, which can easily fit several wallets and phones. There's loads of space in the Torres' second row, thanks to its high roof and boxy body. I had no issues sitting behind my driving position at 173cm, with room to spare for taller occupants. Back here are some quirky amenities. Of course there's the standard dual USB-C ports and rear-facing air vents, but there are also multi-faceted map pockets on the scratchy plastic front seat-backs, multiple cut-outs on the centre console, and strange appendages on the front head restraints – the purpose of the latter we're not quite sure of. Tablet/device holders spring to mind, but there would be a lot of screen covered by the protruding lip at the bottom. In any case, the Torres' second row is practical and spacious even for three passengers, with acceptably comfortable seats and a fold-down centre armrest. A real strength of the Torres is its boot, which offers a claimed 703 litres of capacity with all seats in place. The proof is in the pudding too, because it looks as cavernous as that figure suggests. The cargo floor is long and flat, which makes it easy to slide longer items up and in. There are two cubbies on either side for smaller bags or loose items, and the large tailgate opening (with hands-free power assistance) makes loading cargo a breeze. A space-saver spare tyre is also standard across the range, which isn't ideal but is preferable to a tyre repair kit. It's also worth noting that most of our complaints regarding steering wheel materials and on-screen graphics appear to have been addressed through updates to the Torres sold in KGM's Korean home market. However, these have yet to be implemented in Australia. To see how the KGM Torres stacks up against its rivals, use our comparison tool Powering the Torres is a 1.5-litre four-cylinder turbo-petrol engine, which produces 120kW of power and 280Nm of torque regardless of the variant. The primary difference between the Ultimate and other grades is all-wheel drive. Our week with the car involved almost entirely freeway and highway driving, yet our fuel economy figure was still well above KGM's claim. Even with several heavy traffic stints, our recorded figure was much higher than expected. It's also well above the 4.8L/100km Toyota claims for all-wheel drive RAV4s, which are admittedly hybrid, and also higher than Mazda's 8.2L/100km claim for even the turbocharged all-wheel drive version of the CX-5. That said, our recent review of the CX-5 G35 Akera (with 2.5-litre turbo-petrol power) returned real-world fuel economy as high as 9.7L/100km. To see how the KGM Torres stacks up against its rivals, use our comparison tool Quite unremarkably, if we're honest. Firing up the Torres reveals a typical small-displacement four-cylinder thrum, which isn't exactly angelic but avoids being as brash and shouty as a cold Mazda 2.0-litre engine, for example. Of course, the Torres will never start silently, as there's no electric assistance to be found here. There is a hybrid option available in Korea, which mates the 1.5-litre engine with an electric motor and a 1.83kWh battery, and we imagine this would be a welcome and competitive addition locally. Still, setting off reveals decent petrol-only performance, as the engine is capable of providing enough of a kick to keep you interested. It isn't fast, but it doesn't need to be – it can still reliably pull out onto busy roads or make quick overtakes, though the throttle feels a bit touchy at first. Likewise, its six-speed Aisin automatic transmission is decent. We had no real issues with its behaviour, as its torque-converter setup ensures smooth acceleration and limits low-speed stumbling. It also reacts well to changes in throttle input, but takes a second to kick down if extra power is required and will sometimes take a moment to find the correct gear. Under hard acceleration the engine hauls the car with quite a racket, and the noise is never really accompanied by matching performance. You have the option to take control of the transmission yourself using the paddles behind the wheel. This adds a slightly sporty flair, but we wouldn't be surprised if many owners never use this option given the fairly lethargic response – which is not surprising, but still not as snappy as we'd like. It's also worth noting that although the Torres Ultimate comes standard with all-wheel drive, it behaves like an on-demand system. That means it'll operate in front-wheel drive mode in standard driving, but on low-traction surfaces or under hard acceleration it'll readily engage the rear wheels too. You can also 'lock' it in AWD if needed. This setup isn't uncommon in the auto industry as means to improve fuel economy, but consumption during our testing was still uncomfortably high. The 95-octane premium unleaded requirement doesn't make it any more palatable either. Other than that, the Torres offers a fairly run of the mill driving experience. The steering has a nice weight to it, though that colossal tiller doesn't help make this SUV feel particularly nimble and actually makes it feel less sporty. That's in contrast with its suspension setup, which is on the firmer side. An SUV like this doesn't need a firm suspension tune, and the Torres can get somewhat uncomfortable around town as a result. The stiff suspension also exaggerates the plasticky feel of the cabin; it can feel like there's no give or cushioning in anything. Of course, the upside is that the chassis tune works better at higher speeds, where the Torres feel much more planted than expected and take turns with appropriate composure. However, it also lets in noticeable levels of road noise. Unfortunately, this is amplified on the 20-inch alloys and low-profile rubber fitted to our tester, meaning it's not ideal if your commute involves long stretches of coarse-chip roads. The lack of suspension and tyre compliance translates small surface imperfections not only to the seat of your pants and feet, but also to the steering wheel, although the shocks are damped well enough to mask anything major. Perhaps a bigger issue is the Torres' lane-keeping system. It just isn't calibrated properly and will kick up a fuss if you stray anywhere near your lane markings – again an annoying trait if you're driving on country roads. It'll also beep to warn you while it attempts to get you back on course, but you do have the option to turn it off with a simple button press on the steering wheel. The Ultimate is also the only Torres grade to feature adaptive cruise control with lane centring and, in practice, this system is pretty decent. It's far preferable to the antiquated non-adaptive setup in lower trim levels, though it's not quite as confident around tighter bends as we'd like. The only other significant complaint we have about the Torres' driving experience relates to its serious blind spots at the rear corners, thanks to those huge C-pillars. They make head checks difficult unless you look through the rear door windows, although blind-spot monitoring is standard and helps with this. But all things considered, the Torres Ultimate is quite acceptable to drive, even if it doesn't quite live up to its price tag. If you're a fan of the distinctive design and like the idea of owning a Torres, you'd probably won't mind those hiccups. To see how the KGM Torres stacks up against its rivals, use our comparison tool There are only three variants of the Torres available in Australia, with the Ultimate being the top grade. 2025 KGM ELX equipment highlights: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool The KGM Torres has yet to be assessed by ANCAP. Standard safety equipment includes: Torres Adventure adds: Torres Ultimate adds: To see how the KGM Torres stacks up against its rivals, use our comparison tool KGM Australia backs its vehicles with a seven-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first. Current individual service costs for the Torres are detailed below: To see how the KGM Torres stacks up against its rivals, use our comparison tool The Torres does most things okay, but in a sea of mid-size SUVs it isn't easy to find reasons to buy one. Looking past the unique and interesting design, there isn't much that's remarkably different. The small-displacement petrol engine and standard torque converter auto make it decent to drive, and solid interior packaging makes for spacious hauling, but all of these attributes are either on par with or slightly inferior to what most other mainstream SUVs offer. KGM appears to be trying to convince people it 'isn't like the others', as evidenced by the "Built in Korea since 1954" slogan on its seven-year warranty sticker. Perhaps it's an effort to avoid confusion with its increasing Chinese competition. That competition is also a big reason why the Torres is difficult to recommend. The similarly priced MG HS, GWM Haval H6 and Chery Tiggo 7 offer more features, a wider variety of variants to choose from, and the option of both petrol and hybrid powertrains, including plug-in hybrid power for the latter two. Why should buyers 'make do' with just one petrol engine for the Torres, especially when electrification would make sense in a top-spec flagship like the not-inexpensive Ultimate? The Torres is a car in which many of the fundamentals are sorted, making it a prime candidate for KGM to branch out into the hybrid market, which would set it apart from some Japanese heavy-hitters like the Mazda CX-5, at least for now. The popularity of the hybrid-only RAV4 and hybrid variants of other rivals like the Sportage and Hyundai Tucson shows there is strong buyer appetite for electrified powertrains. There's a hybrid Torres available overseas, and introducing it here with competitive pricing could help invigorate the nameplate. It would also set this mid-size SUV apart from the petrol-only Actyon, which outsold the Torres last month despite being slightly longer and pricier. If you're in the market for a medium SUV and think the Torres looks cool without being too expensive, we encourage you to take it for a test drive. Just don't be surprised if you end up buying something else instead, even if it's something else within the KGM stable. CarExpert can save you thousands on a new KGM Torres. Click here to get a great Explore the KGM Torres showroom Content originally sourced from:
Korea Herald
14-07-2025
- Automotive
- Korea Herald
KG Mobility's Actyon Hybrid blends EV-like smoothness with SUV practicality
KG Mobility, with its expertise in sport utility vehicles, is stepping up its hybrid rollout as it aims to break out of the so-called 'three middles' of Korea's auto industry: Renault Korea, General Motors Korea and itself. KG Mobility launched the Actyon Hybrid in early July, just four months after introducing its first hybrid, the Torres Hybrid. In that short time, the company has enhanced the hybrid system's capabilities and driving experience, while successfully leveraging its strengths in SUV design and maintaining affordability. On Thursday, The Korea Herald test-drove the Actyon Hybrid over a 90-kilometer route from the KG Mobility Experience Center in Gangnam-gu, Seoul, to Yangpyeong in Gyeonggi Province. The drive covered a variety of road conditions, from congested city streets to highways and winding country roads. The Actyon's tough image carried over from the lineup's debut in 2005 has evolved into a more futuristic kind of strength, subtly reminiscent of a "Star Wars" stormtrooper helmet. The front features a slimmer, sleeker horizontal grille and headlamp layout compared to previous editions, while the overall body retains its bold, armored aesthetic with restrained yet defined curves and contours. The interior design builds on the company's strength in SUVs, creating a space well-suited not only for families but also for leisure use, with standout spaciousness and convenient features. The two-row SUV offers generous legroom, with 1,055 millimeters in the front and 939 millimeters in the rear. Up to 1,424 liters of cargo space is available with the second-row seats folded, giving enough space to lie down comfortably. The front seat can also be adjusted from the back using electric controls positioned midway along the side of the seat, making the rear space more practical and versatile. KG Mobility highlighted that the model's 1.83 kilowatt per hour battery — the largest among hybrids in Korea — enabled it to cover 94 percent of city driving without engine intervention, branding its hybrid concept as an 'electric vehicle without the need for charging.' True to this claim, the SUV relied primarily on battery power during the initial test drive through Gangnam's heavy traffic, with power source changes displayed on the digital cluster. Transitions between the engine and motor were seamless, with gentle acceleration and braking minimizing pitch and roll, as is typical in EVs. During high-speed driving, road noise was noticeable, but cabin noise was lower than in internal combustion models. The driving experience, including steering, was smooth and comfortable, with minimal vibrations or instability, comparable to higher-priced vehicles. The company also highlighted improved vibration control and enhanced management of the engine's revolutions per minute, a key factor related to engine noise and driving smoothness, compared to the hybrid system used in the Torres Hybrid. The gasoline hybrid model's official fuel efficiency is 15 kilometers per liter, with city driving efficiency also at 15.6 kilometers per liter. Thanks to its high reliance on battery power, city fuel efficiency is improved by 56 percent compared to the gasoline model. The real-world efficiency recorded during the test was 14 kilometers per liter. KG Mobility's ambition to penetrate the hybrid SUV market with the Actyon is reflected in its pricing strategy. While being offered in a single trim, it is priced at 36.95 million won ($26,800), lower than the base trims of competing hybrid SUVs from other automakers in Korea.
Nikkei Asia
25-06-2025
- Automotive
- Nikkei Asia
Seoul rolls out self-driving taxis loaded with homegrown tech
The fleet of self-driving SUVs are South Korean automaker KG Mobility's Korando EVs. (KG Mobility) NAMI MATSUURA SEOUL -- South Korea's capital is home to a fleet of self-driving taxis that have buzzed around Seoul utilizing vehicles and technology developed by domestic companies, in what could be a litmus test for autonomous driving globally. At 11 p.m. on a weekday in Seoul, when the flow of pedestrians begins to die down, an all-electric sport utility vehicle pulled itself up to a location specified by a user on an app. The SUV would continue to operate until 5 in the morning.
Yahoo
18-06-2025
- Automotive
- Yahoo
KGM plans to boost EV line-up in collaboration with Chery
KG Mobility (KGM, formerly SsangYong) has announced that it plans to introduce seven new models by 2030, as the South Korean automaker looks to strengthen its line-up of electrified vehicles for global markets. KGM's chairman, Kwak Jae-sun, outlined the company's ambitious future product plans at the 'KGM Forward' conference held at its headquarters in Pyeongtaek, Gyeonggi Province. Kwak Jae-sun confirmed that KGM plans to expand its line-up of SUVs and MPVs to meet global demand, adding that the company will step up its collaboration with global partners to secure technologies to produce extended-range electric vehicles (EREVs) and plug-in hybrid electric vehicles (PHEVs), strengthening its existing portfolio of internal combustion engine (ICE) vehicles, battery electric vehicles (BEVs) and hybrid electric vehicles (HEVs). Last year KGM, formerly known as Ssangyong Motor, signed a strategic partnership agreement with China's Chery Automobile Company, involving platform licensing and technology sharing aimed at helping it strengthen its range of electrified vehicles. KGM confirmed that it is developing a new medium-to-large SUV range, the SE10, in collaboration with Chery which is scheduled to go into production next year. This will be followed by the KR10, the successor to the current Korando SUV, and a passenger minibus/MPV and cargo van range. In the meantime, KGM plans to launch the Action Hybrid In the second half of this year. Kwak Jung-hyun, the head of KGM's Business Strategy Division, pointed out that the 'domestic MPV market is expected to see increased demand for care for school-age children and parents, as well as leisure activities, but there aren't many models accessible to consumers. We will launch a new MPV to expand consumer choices in the growing minivan market.' "KGM plans to boost EV line-up in collaboration with Chery" was originally created and published by Just Auto, a GlobalData owned brand. The information on this site has been included in good faith for general informational purposes only. It is not intended to amount to advice on which you should rely, and we give no representation, warranty or guarantee, whether express or implied as to its accuracy or completeness. You must obtain professional or specialist advice before taking, or refraining from, any action on the basis of the content on our site. Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
