Latest news with #KGM
The Advertiser
4 days ago
- 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:
Canberra Times
4 days ago
- Automotive
- Canberra Times
2025 KGM Torres review
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.
The Advertiser
14-07-2025
- Automotive
- The Advertiser
2026 KGM Actyon review
SsangYong Actyon Pros SsangYong Actyon Cons So long, Ssangyong. Hwan-yeong KGM! The new auto brand that replaces the 'other Korean automaker' is here, with KGM launching its first model – one that bears an old name from SsangYong's, er, heyday? Look, if you've never seen an original Ssangyong Actyon, image search it and then come back to behold this new-generation model… thankfully, there's not even a hint of a passing resemblance. I mean, it is kind of strange that the new Actyon doesn't have a coupe-style profile – the original one was a pioneer of the SUV-coupe genre, even beating the BMW X6 to market. But this is KGM's third mid-size SUV offering, sitting above the Korando and Torres, and it's arguably the best-looking one. And it's also the biggest, and the most expensive. So is it really worth the money that's being asked for a front-wheel drive mid-size petrol SUV? Read on for our verdict. The KGM Actyon is pricey. At a time when Chinese brands are resetting the value expectations of Australians, and Korean and Japanese brands are nervously looking over their shoulders, KGM launches in the market with a non-hybrid, non-AWD, petrol-powered, front-wheel drive model with a near-$50,000 price tag that is well above what some mainstream brands are asking for their cheapest mid-size SUVs. Now, it has to be said that this SUV has a strong standard equipment list, but sheesh. That is a big price for a car that is unknown, from a new brand name, in the most fiercely fought segment of the market. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The cabin design and treatment is very similar to the smaller Torres SUV, and in that regard it's also pretty similar to lots of other SUVs in the segment. By that I mean you've got a pair of 12.3-inch screens – one for infotainment, one for driver info – and there's a mix of materials ranging from wood-look trim to ambient LED strip lights and some intriguing finishing on the dashboard and door cards which is like wetsuit material. But the quirkiest part of the cabin is the steering wheel design, because it's not a wheel at all. It's a hexagon, and while this has been a trait in SsangYong products of years gone by, this one seems to be more out of place in this cabin, and it also makes the car harder to move around (as discussed in the driving section below). Thankfully though, it does have a whole host of controls that fall easily at hand on the tiller, including a steering wheel heating button, adaptive cruise control management, media and volume controls, and a driver info toggle setup. Shame the buttons are piano black, and show finger prints. The media screen is a little fiddly until you get the hang of how to use it. There are no physical dials or buttons – that's right, no volume or tuning twirlers, and nothing to control the air-conditioning with whatsoever. All of that is done on-screen. But I found that after just a day or so, I understood the menu layout and was able to adjust temp and fan, seat heating and cooling, and even rear seat heating, too. What I still struggle to come to terms with is that the electric boot opening button is on the same 'page' as the controls for air-con, and positioned probably exactly where the recirc button should be! Don't mistake those two while sitting in traffic! There is Apple CarPlay and Android Auto connectivity, but annoyingly they aren't wireless – you still have to plug in with a USB-C cable. Storage in the cabin is good, with a pair of cupholders up front, a covered centre console bin with a strange material finish on it (not great for those with sensitive elbows), and there are large bottle holders in the front doors, as well as a storage tray on the floor between the front seats. The seats are another consideration – they are Nappa leather-trimmed with a diamond-quilted red-stitched finish, and while they are supportive, they might also fall into the uncomfortable column for some bums. The back seat is a bit more squishy feeling, and with the driver's seat set to my position, (at 182cm/6'0") I had inches of room ahead of my legs and a good amount of foot wiggle space as well. Headroom is reasonable for someone my size, but taller-torsoed occupants might find it a tad tight. Of course there are ISOFIX points and three top-tether anchors for child seats, and the seatbacks are made of a kid-kickable hard plastic. There are device and map pockets on both seatbacks, and otherwise those in the rear are treated to bottle holders in the doors and a flip-down armrest with cupholders. Directional air-vents keep things airy in the back, and there are heated seat buttons on both doors. The panoramic glass sunroof – which has a nice thick shade and glass that can actually open – makes it feel pretty breezy in the back, too. The boot space is generous, with a stated 688 litres of cargo capacity with the rear seats up, and that expands to 1440L with all seats folded down. Strangely, there are recesses in the boot for a cargo cover, but none is fitted. But there are some neat touches, like the trigger switch inside the boot for the tailgate, meaning it'll be easier for shorties to close the boot lid. And there is lighting, and a 12V port, plus additional storage boxes either side of the floor. A nice plus is the inclusion of a space-saver spare wheel. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This is what might prove to be a sticking point for discerning, future-focused buyers. The powertrain offered in Australia is a bit too basic at a time when there's seemingly a war breaking out between value-focused brands like BYD, Chery, MG and GWM to offer electrification at unbeatable prices. So, is a 1.5-litre turbo-petrol engine with an Aisin automatic transmission and front-wheel drive really a good enough proposition in 2025 and beyond? If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool Don't go expecting a game-changing drive experience in this SUV. It isn't designed to be that kind of car. The engine is perky enough, and offers smooth response once you're at speed, but there's a touch of lag to contend with from a standstill; part of that is turbo lag, part is throttle response, part is the engine idle stop/start system, and a fair whack is also the automatic gearbox. The six-speed auto is adequate, but nothing better. In fact, it can feel a bit inadequate at times, as I found on my test, with the odd 'why did it do that?' style gear shift… There aren't Mazda CX-60 levels of unpredictability, though, and the shifts are smooth for the most part. Really, the powertrain would be perfectly fine for the majority of buyers the majority of the time. It just doesn't do anything particularly special, nor particularly well. Annoyingly, the gear selector action can also make you feel like a noob at times, because you really need to make sure you shift between the gears. Like, hold the shifter for at least a second to ensure it chooses R or D, otherwise you may end up in N, revving the engine and thinking you're about to pull a sweet parking move… Meanwhile, the steering wheel makes its odd shape known every time you consider a corner or peruse a parking spot. It is a weird shape, and honestly makes it a harder car to live with because you're always finding the 'edges' of the hexagonal rim. Like, you just can't let it naturally slide through your grip, ever. And while the suspension isn't the cushiest in terms of the ride comfort, it is mostly well resolved, despite offering the occasional jolt through the cabin if you hit a sharp-edged bump. That's partly due to the low-profile Michelin rubber on 20-inch wheels, but also there is a stiffness to the springs that makes it feel a bit more assertive than other SUVs. There's a bit of road noise intrusion and engine noise to contend with at times, but it is generally cruisy enough for highway commuting. And while there is a lane-keeping assistance function that turns on each time you restart the car, there's a simple 'switch off' procedure if you don't like it; just push down the button on the steering wheel. Lovably, there is no frustrating speed limit warning/overspeed beeping tech, and nor is there a driver monitoring camera. That might be off-putting for some but, honestly, it's actually a big part of the reason this car feels a touch more liveable than it otherwise would. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool As we said, there is a strong standard kit list. But that's the norm these days from challenger brands. Even so, here's a rundown of the standard equipment in the Actyon lineup. 2025 KGM Actyon K50 equipment highlights: The K60 adds: If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The KGM Actyon has yet to be tested by ANCAP or Euro NCAP. If it were tested, under the current criteria, it isn't a surefire thing to get five stars due to lacking some of the advanced technology required to appease the Gods of Safety Ratings. However, the fact it is missing some items actually makes it a nicer – and, arguably, safer! – thing to drive. There is no driver attention monitoring system to get it wrong and tell you you're distracted when you're not, and nor is there a speed sign recognition and warning system, meaning there's no bing-bong distractions, and that'll make your daily commute less of a chore. Standard safety equipment includes: K60 adds: There are eight airbags fitted to the Actyon – dual front, driver's knee, front centre, front side-thorax, and window-curtain coverage for both rows of outboard seats. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool KGM is continuing on with the existing SsangYong offering when it comes to aftersales provisions… well, almost. There's still a seven-year, unlimited-kilometre warranty, which is competitive for the class – and just as it was with SsangYong, the same warranty covers private and commercial buyers. There's also a seven-year/105,000km capped price servicing program, and the intervals are good at 12 months/15,000km. The average service cost over the period is competitive, too, at $382 per visit. KGM has dialled back the roadside assistance program a smidge – buyers now get five years of roadside assistance included at no cost, whereas SsangYong offered seven years. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This feels like a car that would have been a standout option if it had launched two or three years ago. And while there is plenty of merit here, there is also an unbelievable amount of competition in the mid-size SUV segment, with many rivals offering more high-tech powertrains and better drivetrain choices for similar or less money. There is no denying there is a heap of great kit as standard here, and for some people the cost will be justifiable. But in context of the current market, it feels like it's about $10,000 over the odds for a front-drive petrol mid-size SUV. Interested in buying a KGM Actyon? Let CarExpert find you the best deal hereMORE: Explore the KGM Actyon showroom Content originally sourced from: Actyon Pros SsangYong Actyon Cons So long, Ssangyong. Hwan-yeong KGM! The new auto brand that replaces the 'other Korean automaker' is here, with KGM launching its first model – one that bears an old name from SsangYong's, er, heyday? Look, if you've never seen an original Ssangyong Actyon, image search it and then come back to behold this new-generation model… thankfully, there's not even a hint of a passing resemblance. I mean, it is kind of strange that the new Actyon doesn't have a coupe-style profile – the original one was a pioneer of the SUV-coupe genre, even beating the BMW X6 to market. But this is KGM's third mid-size SUV offering, sitting above the Korando and Torres, and it's arguably the best-looking one. And it's also the biggest, and the most expensive. So is it really worth the money that's being asked for a front-wheel drive mid-size petrol SUV? Read on for our verdict. The KGM Actyon is pricey. At a time when Chinese brands are resetting the value expectations of Australians, and Korean and Japanese brands are nervously looking over their shoulders, KGM launches in the market with a non-hybrid, non-AWD, petrol-powered, front-wheel drive model with a near-$50,000 price tag that is well above what some mainstream brands are asking for their cheapest mid-size SUVs. Now, it has to be said that this SUV has a strong standard equipment list, but sheesh. That is a big price for a car that is unknown, from a new brand name, in the most fiercely fought segment of the market. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The cabin design and treatment is very similar to the smaller Torres SUV, and in that regard it's also pretty similar to lots of other SUVs in the segment. By that I mean you've got a pair of 12.3-inch screens – one for infotainment, one for driver info – and there's a mix of materials ranging from wood-look trim to ambient LED strip lights and some intriguing finishing on the dashboard and door cards which is like wetsuit material. But the quirkiest part of the cabin is the steering wheel design, because it's not a wheel at all. It's a hexagon, and while this has been a trait in SsangYong products of years gone by, this one seems to be more out of place in this cabin, and it also makes the car harder to move around (as discussed in the driving section below). Thankfully though, it does have a whole host of controls that fall easily at hand on the tiller, including a steering wheel heating button, adaptive cruise control management, media and volume controls, and a driver info toggle setup. Shame the buttons are piano black, and show finger prints. The media screen is a little fiddly until you get the hang of how to use it. There are no physical dials or buttons – that's right, no volume or tuning twirlers, and nothing to control the air-conditioning with whatsoever. All of that is done on-screen. But I found that after just a day or so, I understood the menu layout and was able to adjust temp and fan, seat heating and cooling, and even rear seat heating, too. What I still struggle to come to terms with is that the electric boot opening button is on the same 'page' as the controls for air-con, and positioned probably exactly where the recirc button should be! Don't mistake those two while sitting in traffic! There is Apple CarPlay and Android Auto connectivity, but annoyingly they aren't wireless – you still have to plug in with a USB-C cable. Storage in the cabin is good, with a pair of cupholders up front, a covered centre console bin with a strange material finish on it (not great for those with sensitive elbows), and there are large bottle holders in the front doors, as well as a storage tray on the floor between the front seats. The seats are another consideration – they are Nappa leather-trimmed with a diamond-quilted red-stitched finish, and while they are supportive, they might also fall into the uncomfortable column for some bums. The back seat is a bit more squishy feeling, and with the driver's seat set to my position, (at 182cm/6'0") I had inches of room ahead of my legs and a good amount of foot wiggle space as well. Headroom is reasonable for someone my size, but taller-torsoed occupants might find it a tad tight. Of course there are ISOFIX points and three top-tether anchors for child seats, and the seatbacks are made of a kid-kickable hard plastic. There are device and map pockets on both seatbacks, and otherwise those in the rear are treated to bottle holders in the doors and a flip-down armrest with cupholders. Directional air-vents keep things airy in the back, and there are heated seat buttons on both doors. The panoramic glass sunroof – which has a nice thick shade and glass that can actually open – makes it feel pretty breezy in the back, too. The boot space is generous, with a stated 688 litres of cargo capacity with the rear seats up, and that expands to 1440L with all seats folded down. Strangely, there are recesses in the boot for a cargo cover, but none is fitted. But there are some neat touches, like the trigger switch inside the boot for the tailgate, meaning it'll be easier for shorties to close the boot lid. And there is lighting, and a 12V port, plus additional storage boxes either side of the floor. A nice plus is the inclusion of a space-saver spare wheel. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This is what might prove to be a sticking point for discerning, future-focused buyers. The powertrain offered in Australia is a bit too basic at a time when there's seemingly a war breaking out between value-focused brands like BYD, Chery, MG and GWM to offer electrification at unbeatable prices. So, is a 1.5-litre turbo-petrol engine with an Aisin automatic transmission and front-wheel drive really a good enough proposition in 2025 and beyond? If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool Don't go expecting a game-changing drive experience in this SUV. It isn't designed to be that kind of car. The engine is perky enough, and offers smooth response once you're at speed, but there's a touch of lag to contend with from a standstill; part of that is turbo lag, part is throttle response, part is the engine idle stop/start system, and a fair whack is also the automatic gearbox. The six-speed auto is adequate, but nothing better. In fact, it can feel a bit inadequate at times, as I found on my test, with the odd 'why did it do that?' style gear shift… There aren't Mazda CX-60 levels of unpredictability, though, and the shifts are smooth for the most part. Really, the powertrain would be perfectly fine for the majority of buyers the majority of the time. It just doesn't do anything particularly special, nor particularly well. Annoyingly, the gear selector action can also make you feel like a noob at times, because you really need to make sure you shift between the gears. Like, hold the shifter for at least a second to ensure it chooses R or D, otherwise you may end up in N, revving the engine and thinking you're about to pull a sweet parking move… Meanwhile, the steering wheel makes its odd shape known every time you consider a corner or peruse a parking spot. It is a weird shape, and honestly makes it a harder car to live with because you're always finding the 'edges' of the hexagonal rim. Like, you just can't let it naturally slide through your grip, ever. And while the suspension isn't the cushiest in terms of the ride comfort, it is mostly well resolved, despite offering the occasional jolt through the cabin if you hit a sharp-edged bump. That's partly due to the low-profile Michelin rubber on 20-inch wheels, but also there is a stiffness to the springs that makes it feel a bit more assertive than other SUVs. There's a bit of road noise intrusion and engine noise to contend with at times, but it is generally cruisy enough for highway commuting. And while there is a lane-keeping assistance function that turns on each time you restart the car, there's a simple 'switch off' procedure if you don't like it; just push down the button on the steering wheel. Lovably, there is no frustrating speed limit warning/overspeed beeping tech, and nor is there a driver monitoring camera. That might be off-putting for some but, honestly, it's actually a big part of the reason this car feels a touch more liveable than it otherwise would. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool As we said, there is a strong standard kit list. But that's the norm these days from challenger brands. Even so, here's a rundown of the standard equipment in the Actyon lineup. 2025 KGM Actyon K50 equipment highlights: The K60 adds: If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The KGM Actyon has yet to be tested by ANCAP or Euro NCAP. If it were tested, under the current criteria, it isn't a surefire thing to get five stars due to lacking some of the advanced technology required to appease the Gods of Safety Ratings. However, the fact it is missing some items actually makes it a nicer – and, arguably, safer! – thing to drive. There is no driver attention monitoring system to get it wrong and tell you you're distracted when you're not, and nor is there a speed sign recognition and warning system, meaning there's no bing-bong distractions, and that'll make your daily commute less of a chore. Standard safety equipment includes: K60 adds: There are eight airbags fitted to the Actyon – dual front, driver's knee, front centre, front side-thorax, and window-curtain coverage for both rows of outboard seats. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool KGM is continuing on with the existing SsangYong offering when it comes to aftersales provisions… well, almost. There's still a seven-year, unlimited-kilometre warranty, which is competitive for the class – and just as it was with SsangYong, the same warranty covers private and commercial buyers. There's also a seven-year/105,000km capped price servicing program, and the intervals are good at 12 months/15,000km. The average service cost over the period is competitive, too, at $382 per visit. KGM has dialled back the roadside assistance program a smidge – buyers now get five years of roadside assistance included at no cost, whereas SsangYong offered seven years. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This feels like a car that would have been a standout option if it had launched two or three years ago. And while there is plenty of merit here, there is also an unbelievable amount of competition in the mid-size SUV segment, with many rivals offering more high-tech powertrains and better drivetrain choices for similar or less money. There is no denying there is a heap of great kit as standard here, and for some people the cost will be justifiable. But in context of the current market, it feels like it's about $10,000 over the odds for a front-drive petrol mid-size SUV. Interested in buying a KGM Actyon? Let CarExpert find you the best deal hereMORE: Explore the KGM Actyon showroom Content originally sourced from: Actyon Pros SsangYong Actyon Cons So long, Ssangyong. Hwan-yeong KGM! The new auto brand that replaces the 'other Korean automaker' is here, with KGM launching its first model – one that bears an old name from SsangYong's, er, heyday? Look, if you've never seen an original Ssangyong Actyon, image search it and then come back to behold this new-generation model… thankfully, there's not even a hint of a passing resemblance. I mean, it is kind of strange that the new Actyon doesn't have a coupe-style profile – the original one was a pioneer of the SUV-coupe genre, even beating the BMW X6 to market. But this is KGM's third mid-size SUV offering, sitting above the Korando and Torres, and it's arguably the best-looking one. And it's also the biggest, and the most expensive. So is it really worth the money that's being asked for a front-wheel drive mid-size petrol SUV? Read on for our verdict. The KGM Actyon is pricey. At a time when Chinese brands are resetting the value expectations of Australians, and Korean and Japanese brands are nervously looking over their shoulders, KGM launches in the market with a non-hybrid, non-AWD, petrol-powered, front-wheel drive model with a near-$50,000 price tag that is well above what some mainstream brands are asking for their cheapest mid-size SUVs. Now, it has to be said that this SUV has a strong standard equipment list, but sheesh. That is a big price for a car that is unknown, from a new brand name, in the most fiercely fought segment of the market. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The cabin design and treatment is very similar to the smaller Torres SUV, and in that regard it's also pretty similar to lots of other SUVs in the segment. By that I mean you've got a pair of 12.3-inch screens – one for infotainment, one for driver info – and there's a mix of materials ranging from wood-look trim to ambient LED strip lights and some intriguing finishing on the dashboard and door cards which is like wetsuit material. But the quirkiest part of the cabin is the steering wheel design, because it's not a wheel at all. It's a hexagon, and while this has been a trait in SsangYong products of years gone by, this one seems to be more out of place in this cabin, and it also makes the car harder to move around (as discussed in the driving section below). Thankfully though, it does have a whole host of controls that fall easily at hand on the tiller, including a steering wheel heating button, adaptive cruise control management, media and volume controls, and a driver info toggle setup. Shame the buttons are piano black, and show finger prints. The media screen is a little fiddly until you get the hang of how to use it. There are no physical dials or buttons – that's right, no volume or tuning twirlers, and nothing to control the air-conditioning with whatsoever. All of that is done on-screen. But I found that after just a day or so, I understood the menu layout and was able to adjust temp and fan, seat heating and cooling, and even rear seat heating, too. What I still struggle to come to terms with is that the electric boot opening button is on the same 'page' as the controls for air-con, and positioned probably exactly where the recirc button should be! Don't mistake those two while sitting in traffic! There is Apple CarPlay and Android Auto connectivity, but annoyingly they aren't wireless – you still have to plug in with a USB-C cable. Storage in the cabin is good, with a pair of cupholders up front, a covered centre console bin with a strange material finish on it (not great for those with sensitive elbows), and there are large bottle holders in the front doors, as well as a storage tray on the floor between the front seats. The seats are another consideration – they are Nappa leather-trimmed with a diamond-quilted red-stitched finish, and while they are supportive, they might also fall into the uncomfortable column for some bums. The back seat is a bit more squishy feeling, and with the driver's seat set to my position, (at 182cm/6'0") I had inches of room ahead of my legs and a good amount of foot wiggle space as well. Headroom is reasonable for someone my size, but taller-torsoed occupants might find it a tad tight. Of course there are ISOFIX points and three top-tether anchors for child seats, and the seatbacks are made of a kid-kickable hard plastic. There are device and map pockets on both seatbacks, and otherwise those in the rear are treated to bottle holders in the doors and a flip-down armrest with cupholders. Directional air-vents keep things airy in the back, and there are heated seat buttons on both doors. The panoramic glass sunroof – which has a nice thick shade and glass that can actually open – makes it feel pretty breezy in the back, too. The boot space is generous, with a stated 688 litres of cargo capacity with the rear seats up, and that expands to 1440L with all seats folded down. Strangely, there are recesses in the boot for a cargo cover, but none is fitted. But there are some neat touches, like the trigger switch inside the boot for the tailgate, meaning it'll be easier for shorties to close the boot lid. And there is lighting, and a 12V port, plus additional storage boxes either side of the floor. A nice plus is the inclusion of a space-saver spare wheel. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This is what might prove to be a sticking point for discerning, future-focused buyers. The powertrain offered in Australia is a bit too basic at a time when there's seemingly a war breaking out between value-focused brands like BYD, Chery, MG and GWM to offer electrification at unbeatable prices. So, is a 1.5-litre turbo-petrol engine with an Aisin automatic transmission and front-wheel drive really a good enough proposition in 2025 and beyond? If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool Don't go expecting a game-changing drive experience in this SUV. It isn't designed to be that kind of car. The engine is perky enough, and offers smooth response once you're at speed, but there's a touch of lag to contend with from a standstill; part of that is turbo lag, part is throttle response, part is the engine idle stop/start system, and a fair whack is also the automatic gearbox. The six-speed auto is adequate, but nothing better. In fact, it can feel a bit inadequate at times, as I found on my test, with the odd 'why did it do that?' style gear shift… There aren't Mazda CX-60 levels of unpredictability, though, and the shifts are smooth for the most part. Really, the powertrain would be perfectly fine for the majority of buyers the majority of the time. It just doesn't do anything particularly special, nor particularly well. Annoyingly, the gear selector action can also make you feel like a noob at times, because you really need to make sure you shift between the gears. Like, hold the shifter for at least a second to ensure it chooses R or D, otherwise you may end up in N, revving the engine and thinking you're about to pull a sweet parking move… Meanwhile, the steering wheel makes its odd shape known every time you consider a corner or peruse a parking spot. It is a weird shape, and honestly makes it a harder car to live with because you're always finding the 'edges' of the hexagonal rim. Like, you just can't let it naturally slide through your grip, ever. And while the suspension isn't the cushiest in terms of the ride comfort, it is mostly well resolved, despite offering the occasional jolt through the cabin if you hit a sharp-edged bump. That's partly due to the low-profile Michelin rubber on 20-inch wheels, but also there is a stiffness to the springs that makes it feel a bit more assertive than other SUVs. There's a bit of road noise intrusion and engine noise to contend with at times, but it is generally cruisy enough for highway commuting. And while there is a lane-keeping assistance function that turns on each time you restart the car, there's a simple 'switch off' procedure if you don't like it; just push down the button on the steering wheel. Lovably, there is no frustrating speed limit warning/overspeed beeping tech, and nor is there a driver monitoring camera. That might be off-putting for some but, honestly, it's actually a big part of the reason this car feels a touch more liveable than it otherwise would. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool As we said, there is a strong standard kit list. But that's the norm these days from challenger brands. Even so, here's a rundown of the standard equipment in the Actyon lineup. 2025 KGM Actyon K50 equipment highlights: The K60 adds: If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The KGM Actyon has yet to be tested by ANCAP or Euro NCAP. If it were tested, under the current criteria, it isn't a surefire thing to get five stars due to lacking some of the advanced technology required to appease the Gods of Safety Ratings. However, the fact it is missing some items actually makes it a nicer – and, arguably, safer! – thing to drive. There is no driver attention monitoring system to get it wrong and tell you you're distracted when you're not, and nor is there a speed sign recognition and warning system, meaning there's no bing-bong distractions, and that'll make your daily commute less of a chore. Standard safety equipment includes: K60 adds: There are eight airbags fitted to the Actyon – dual front, driver's knee, front centre, front side-thorax, and window-curtain coverage for both rows of outboard seats. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool KGM is continuing on with the existing SsangYong offering when it comes to aftersales provisions… well, almost. There's still a seven-year, unlimited-kilometre warranty, which is competitive for the class – and just as it was with SsangYong, the same warranty covers private and commercial buyers. There's also a seven-year/105,000km capped price servicing program, and the intervals are good at 12 months/15,000km. The average service cost over the period is competitive, too, at $382 per visit. KGM has dialled back the roadside assistance program a smidge – buyers now get five years of roadside assistance included at no cost, whereas SsangYong offered seven years. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This feels like a car that would have been a standout option if it had launched two or three years ago. And while there is plenty of merit here, there is also an unbelievable amount of competition in the mid-size SUV segment, with many rivals offering more high-tech powertrains and better drivetrain choices for similar or less money. There is no denying there is a heap of great kit as standard here, and for some people the cost will be justifiable. But in context of the current market, it feels like it's about $10,000 over the odds for a front-drive petrol mid-size SUV. Interested in buying a KGM Actyon? Let CarExpert find you the best deal hereMORE: Explore the KGM Actyon showroom Content originally sourced from: Actyon Pros SsangYong Actyon Cons So long, Ssangyong. Hwan-yeong KGM! The new auto brand that replaces the 'other Korean automaker' is here, with KGM launching its first model – one that bears an old name from SsangYong's, er, heyday? Look, if you've never seen an original Ssangyong Actyon, image search it and then come back to behold this new-generation model… thankfully, there's not even a hint of a passing resemblance. I mean, it is kind of strange that the new Actyon doesn't have a coupe-style profile – the original one was a pioneer of the SUV-coupe genre, even beating the BMW X6 to market. But this is KGM's third mid-size SUV offering, sitting above the Korando and Torres, and it's arguably the best-looking one. And it's also the biggest, and the most expensive. So is it really worth the money that's being asked for a front-wheel drive mid-size petrol SUV? Read on for our verdict. The KGM Actyon is pricey. At a time when Chinese brands are resetting the value expectations of Australians, and Korean and Japanese brands are nervously looking over their shoulders, KGM launches in the market with a non-hybrid, non-AWD, petrol-powered, front-wheel drive model with a near-$50,000 price tag that is well above what some mainstream brands are asking for their cheapest mid-size SUVs. Now, it has to be said that this SUV has a strong standard equipment list, but sheesh. That is a big price for a car that is unknown, from a new brand name, in the most fiercely fought segment of the market. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The cabin design and treatment is very similar to the smaller Torres SUV, and in that regard it's also pretty similar to lots of other SUVs in the segment. By that I mean you've got a pair of 12.3-inch screens – one for infotainment, one for driver info – and there's a mix of materials ranging from wood-look trim to ambient LED strip lights and some intriguing finishing on the dashboard and door cards which is like wetsuit material. But the quirkiest part of the cabin is the steering wheel design, because it's not a wheel at all. It's a hexagon, and while this has been a trait in SsangYong products of years gone by, this one seems to be more out of place in this cabin, and it also makes the car harder to move around (as discussed in the driving section below). Thankfully though, it does have a whole host of controls that fall easily at hand on the tiller, including a steering wheel heating button, adaptive cruise control management, media and volume controls, and a driver info toggle setup. Shame the buttons are piano black, and show finger prints. The media screen is a little fiddly until you get the hang of how to use it. There are no physical dials or buttons – that's right, no volume or tuning twirlers, and nothing to control the air-conditioning with whatsoever. All of that is done on-screen. But I found that after just a day or so, I understood the menu layout and was able to adjust temp and fan, seat heating and cooling, and even rear seat heating, too. What I still struggle to come to terms with is that the electric boot opening button is on the same 'page' as the controls for air-con, and positioned probably exactly where the recirc button should be! Don't mistake those two while sitting in traffic! There is Apple CarPlay and Android Auto connectivity, but annoyingly they aren't wireless – you still have to plug in with a USB-C cable. Storage in the cabin is good, with a pair of cupholders up front, a covered centre console bin with a strange material finish on it (not great for those with sensitive elbows), and there are large bottle holders in the front doors, as well as a storage tray on the floor between the front seats. The seats are another consideration – they are Nappa leather-trimmed with a diamond-quilted red-stitched finish, and while they are supportive, they might also fall into the uncomfortable column for some bums. The back seat is a bit more squishy feeling, and with the driver's seat set to my position, (at 182cm/6'0") I had inches of room ahead of my legs and a good amount of foot wiggle space as well. Headroom is reasonable for someone my size, but taller-torsoed occupants might find it a tad tight. Of course there are ISOFIX points and three top-tether anchors for child seats, and the seatbacks are made of a kid-kickable hard plastic. There are device and map pockets on both seatbacks, and otherwise those in the rear are treated to bottle holders in the doors and a flip-down armrest with cupholders. Directional air-vents keep things airy in the back, and there are heated seat buttons on both doors. The panoramic glass sunroof – which has a nice thick shade and glass that can actually open – makes it feel pretty breezy in the back, too. The boot space is generous, with a stated 688 litres of cargo capacity with the rear seats up, and that expands to 1440L with all seats folded down. Strangely, there are recesses in the boot for a cargo cover, but none is fitted. But there are some neat touches, like the trigger switch inside the boot for the tailgate, meaning it'll be easier for shorties to close the boot lid. And there is lighting, and a 12V port, plus additional storage boxes either side of the floor. A nice plus is the inclusion of a space-saver spare wheel. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This is what might prove to be a sticking point for discerning, future-focused buyers. The powertrain offered in Australia is a bit too basic at a time when there's seemingly a war breaking out between value-focused brands like BYD, Chery, MG and GWM to offer electrification at unbeatable prices. So, is a 1.5-litre turbo-petrol engine with an Aisin automatic transmission and front-wheel drive really a good enough proposition in 2025 and beyond? If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool Don't go expecting a game-changing drive experience in this SUV. It isn't designed to be that kind of car. The engine is perky enough, and offers smooth response once you're at speed, but there's a touch of lag to contend with from a standstill; part of that is turbo lag, part is throttle response, part is the engine idle stop/start system, and a fair whack is also the automatic gearbox. The six-speed auto is adequate, but nothing better. In fact, it can feel a bit inadequate at times, as I found on my test, with the odd 'why did it do that?' style gear shift… There aren't Mazda CX-60 levels of unpredictability, though, and the shifts are smooth for the most part. Really, the powertrain would be perfectly fine for the majority of buyers the majority of the time. It just doesn't do anything particularly special, nor particularly well. Annoyingly, the gear selector action can also make you feel like a noob at times, because you really need to make sure you shift between the gears. Like, hold the shifter for at least a second to ensure it chooses R or D, otherwise you may end up in N, revving the engine and thinking you're about to pull a sweet parking move… Meanwhile, the steering wheel makes its odd shape known every time you consider a corner or peruse a parking spot. It is a weird shape, and honestly makes it a harder car to live with because you're always finding the 'edges' of the hexagonal rim. Like, you just can't let it naturally slide through your grip, ever. And while the suspension isn't the cushiest in terms of the ride comfort, it is mostly well resolved, despite offering the occasional jolt through the cabin if you hit a sharp-edged bump. That's partly due to the low-profile Michelin rubber on 20-inch wheels, but also there is a stiffness to the springs that makes it feel a bit more assertive than other SUVs. There's a bit of road noise intrusion and engine noise to contend with at times, but it is generally cruisy enough for highway commuting. And while there is a lane-keeping assistance function that turns on each time you restart the car, there's a simple 'switch off' procedure if you don't like it; just push down the button on the steering wheel. Lovably, there is no frustrating speed limit warning/overspeed beeping tech, and nor is there a driver monitoring camera. That might be off-putting for some but, honestly, it's actually a big part of the reason this car feels a touch more liveable than it otherwise would. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool As we said, there is a strong standard kit list. But that's the norm these days from challenger brands. Even so, here's a rundown of the standard equipment in the Actyon lineup. 2025 KGM Actyon K50 equipment highlights: The K60 adds: If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool The KGM Actyon has yet to be tested by ANCAP or Euro NCAP. If it were tested, under the current criteria, it isn't a surefire thing to get five stars due to lacking some of the advanced technology required to appease the Gods of Safety Ratings. However, the fact it is missing some items actually makes it a nicer – and, arguably, safer! – thing to drive. There is no driver attention monitoring system to get it wrong and tell you you're distracted when you're not, and nor is there a speed sign recognition and warning system, meaning there's no bing-bong distractions, and that'll make your daily commute less of a chore. Standard safety equipment includes: K60 adds: There are eight airbags fitted to the Actyon – dual front, driver's knee, front centre, front side-thorax, and window-curtain coverage for both rows of outboard seats. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool KGM is continuing on with the existing SsangYong offering when it comes to aftersales provisions… well, almost. There's still a seven-year, unlimited-kilometre warranty, which is competitive for the class – and just as it was with SsangYong, the same warranty covers private and commercial buyers. There's also a seven-year/105,000km capped price servicing program, and the intervals are good at 12 months/15,000km. The average service cost over the period is competitive, too, at $382 per visit. KGM has dialled back the roadside assistance program a smidge – buyers now get five years of roadside assistance included at no cost, whereas SsangYong offered seven years. If you're curious to see how the KGM Acyton compares to its rivals, check out our comparison tool This feels like a car that would have been a standout option if it had launched two or three years ago. And while there is plenty of merit here, there is also an unbelievable amount of competition in the mid-size SUV segment, with many rivals offering more high-tech powertrains and better drivetrain choices for similar or less money. There is no denying there is a heap of great kit as standard here, and for some people the cost will be justifiable. But in context of the current market, it feels like it's about $10,000 over the odds for a front-drive petrol mid-size SUV. Interested in buying a KGM Actyon? Let CarExpert find you the best deal hereMORE: Explore the KGM Actyon showroom Content originally sourced from:
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
NZ Autocar
12-06-2025
- Automotive
- NZ Autocar
Hybrid variant of KGM Torres in the offing
KGM offered some intrigue for visitors to Fieldays, display a hybrid variant of its Torres medium SUV. KGM here, part of the Inchcape stable, wanted to gauge interest and feedback from showngoers. Based on customer response, the hybrid could join the Torres line-up here in New Zealand. It is currently aimed at European markets. 'This is a great opportunity to introduce hybrid into the Torres family and show where KGM is heading,' said Kym Mellow, General Manager, Inchcape New Zealand. 'We're looking to grow our powertrain options, and hybrid is a key part of KGM's global shift toward electrified mobility. Fieldays provides an ideal platform to assess local interest.' Read our review of the KGM Torres EVX. Fieldays visitors can get up close with the Torres HEV and see how it fits alongside the existing models. They consists of petrol and electric Torres EVX variants. While New Zealand specifications are yet to be confirmed, the Torres Hybrid pairs a 120kW/280Nm 1.5-litre turbocharged petrol engine with an electric motor in a dedicated hybrid transmission. The motor draws power from a 1.83kWh LFP battery pack. An expected combined fuel use figure is in the 6.5L/100km area. The HEV also features multiple regenerative braking modes and enhanced cabin quietness. Customers interested in updates can register their interest online.
