“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?
How much does the KGM Torres cost?
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.
| Model | Typical drive-away price | Discounted drive-away price |
|---|---|---|
| 2025 KGM Torres ELX | $38,000 | $36,000 |
| 2025 KGM Torres Adventure | $43,000 | $40,000 |
| 2025 KGM Torres Ultimate | $47,000 | $43,000 |
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
What is the KGM Torres like on the inside?
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.
| Dimensions | KGM Torres |
|---|---|
| Length | 4700mm |
| Width | 1890mm |
| Height | 1710mm |
| Wheelbase | 2680mm |
| Cargo capacity (VDA) | 703L (rear seats up), 1526L (rear seats folded) |
To see how the KGM Torres stacks up against its rivals, use our comparison tool
What’s under the bonnet?
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.
| Specifications | KGM Torres Ultimate |
|---|---|
| Engine | 1.5L 4cyl turbo-petrol |
| Power | 120kW @ 5000-5500rpm |
| Torque | 280Nm @ 1500-4000rpm |
| Transmission | 6-speed auto |
| Drive type | All-wheel drive |
| Kerb weight | 1622kg |
| Fuel economy (claimed) | 7.9L/100km |
| Fuel economy (as tested) | 9.2L/100km |
| Fuel tank capacity | 50L |
| Fuel requirement | 95-octane premium unleaded |
| CO2 emissions | 181g/km |
| Emissions standard | Euro 6 |
| Braked tow capacity | 1500kg |
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
How does the KGM Torres drive?
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.
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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
What do you get?
There are only three variants of the Torres available in Australia, with the Ultimate being the top grade.
2025 KGM ELX equipment highlights:
- 18-inch diamond-cut alloy wheels
- Space-saver spare tyre
- Heated, power-folding exterior mirrors
- Privacy glass
- LED headlights
- Automatic high-beam
- Rain-sensing wipers
- Electric park brake with auto hold
- Cloth upholstery
- Leather-wrapped steering wheel
- Heated steering wheel
- 12.3-inch digital instrument cluster
- 12.3-inch touchscreen infotainment system
- Apple CarPlay and Android Auto
- Dual-zone climate control
- Reclining rear seats
- Keyless entry
Torres Adventure adds:
- Tyre pressure monitoring
- LED front fog lights
- Hands-free power tailgate
- Leatherette upholstery
- Heated front seats
Torres Ultimate adds:
- All-wheel drive
- 20-inch diamond-cut alloy wheels
- Power sunroof
- Leather upholstery
- 8-way power driver’s seat with power lumbar
- 8-way power passenger seat
- Integrated headrest hangers for front seats
- Ventilated front seats
To see how the KGM Torres stacks up against its rivals, use our comparison tool
Is the KGM Torres safe?
The KGM Torres has yet to be assessed by ANCAP.
Standard safety equipment includes:
- 8 airbags, including:
- Driver’s knee
- Front side
- Autonomous emergency braking
- Driver attention monitor
- Front and rear parking sensors
- Lane-keep assist
- Leading vehicle departure alert
- Reversing camera
- Tyre pressure monitoring
Torres Adventure adds:
- Blind-spot monitoring
- Rear cross-traffic alert
Torres Ultimate adds:
- Adaptive cruise control
- Lane-centring
- Surround-view camera
To see how the KGM Torres stacks up against its rivals, use our comparison tool
How much does the KGM Torres cost to run?
KGM Australia backs its vehicles with a seven-year, unlimited-kilometre warranty. Servicing is required every 12 months or 15,000km, whichever comes first.
| Servicing and Warranty | KGM Torres |
|---|---|
| Warranty | Seven years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 7 years |
| Average annual capped-price service cost | $382.6 |
| Total capped-price service cost | $2678 |
Current individual service costs for the Torres are detailed below:
| Service | Price |
|---|---|
| 1yr, 15,000km | $338 |
| 2yrs, 30,000km | $442 |
| 3yrs, 45,000km | $338 |
| 4yrs, 60,000km | $442 |
| 6yrs, 75,000km | $338 |
| 7yrs, 90,000km | $442 |
| 8yrs, 105,000km | $338 |
To see how the KGM Torres stacks up against its rivals, use our comparison tool
CarExpert’s Take on the KGM Torres Ultimate
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.
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