First drive KGM Torres EVX — new name, new face, sharp price
First release after company switch-up reflects the fluid state of the auto industry, writes Matthew Hansen.
Alot of clichés are clichés because they’re true. And, in the motoring world right now, one of the most commonly repeated clichés is the theme of industry change. Yesterday’s innovation heroes are perceived as today’s technology stragglers. New brands you’ve never heard of are arriving on the scene and tearing down the establishment. The chief executive of one of the most important carmakers on the planet continues to post daily on social media like an angsty teenager.
I say all of this because for some, the name ‘KGM Torres EVX’ will mean nothing. But it’s actually a perfect illustration of all of the above – a marker of how changeable the industry is right now. KGM is the new name for SsangYong worldwide, with the switch-up becoming reality in New Zealand this month. The Torres is the brand’s first new model since the change. And, its newly launched fully electric EVX model shown here, while not without fault, has immediately rocketed into fully electric vehicle contention.
Make me an instant expert: what do I need to know?
KGM’s Torres line-up is potentially going to become quite the behemoth, with an electric ute, coupe, and hybrid powertrain options all coming in the next 18 months or so. For now, though, there are three key models to choose from; the 2WD petrol, AWD petrol, and this fully electric EVX shown here. The two dino-fuelled models are due to arrive in showrooms in May, while the first EVXs are on the ground now.
The Torres in all of its forms is a deceptively large vehicle. Longer than the SsangYong Korando, Toyota RAV4, and Kia Sportage, and a pinch shorter than a Tesla Model Y. Space was clearly a big point of interest in the nameplate’s development as the interior space is enormous, with near segment-leading head and legroom in the back seat and a huge 800L boot space area.
The 2WD and AWD petrol models start at $49,990 and $54,990 apiece, while this EVX starts at $67,990 (with an introductory price of $66,990 for the first 40 units in the country). Each model is offered in a single, well-optioned spec. For now, at least.
For your money, you get a 150kW/339Nm electric motor paired to a 73.4kWh LFP BYD Blade battery and front-wheel drive. Range on the WLTP cycle is rated at 462km, with charging speeds of up to 145kW on DC fast chargers claimed (a DC charge from 10% to 80% can take as little as 37 minutes).
It is rated to tow up to 1500kg braked, and it comes with a vehicle-to-load (V2L) connector, making it a handy extra power source in the event of a power cut – or if you want to whip out an airfryer at the beach like some kind of sicko.
The copper-trimmed cabin is led by dual 12.3-inch screens featuring wireless Apple CarPlay and Android Auto, heated and ventilated front seats, heated rears, and a neat Pet Mode function that can leave air conditioning on for your furry friends if you need to leave them in the car briefly.
What’s it like to drive?
Our drive in the EVX was only from the Auckland CBD out to Riverhead, meaning there’s plenty more to learn about this electric crossover from a longer journey.
Behind the wheel of the plug-in Torres, the overarching feeling is one of calm. Not unlike the Toyota bZ4X and Subaru Solterra we tested recently, the EVX feels very conventional and comfortable from the cockpit. Its suspension tune is supple and well weighted for New Zealand roads, without feeling totally disconnected from the black stuff. There’s body roll at pace, but that’s a trade-off the overwhelming majority of customers will likely welcome.
It’s not all that quick, hitting 100kph in 8.1 seconds. But that will still feel plenty brisk to anyone hopping out of an internal combustion engine equivalent thanks to the instantaneous nature of electric power delivery. Interior quality is a step above what we’ve previously seen from SsangYong products of old, particularly in the design and software department. Barring seats that felt a little wanting for support, the EVX is a nice place to sit.
Where things fall apart somewhat for the Torres is in its driver assist software. The lane-keep assist in our drive car repeatedly failed to recognise painted lane markers, often specifically the centre line. The car’s driver monitoring system would trigger and instruct drivers to take a break every 10 minutes or so with an unnecessarily long warning chime – even if the driver’s eyes were on the road the whole time. To add insult to injury, it appeared that there was no way to turn off the warning in the car’s software. KGM is aware of both issues, and will look into a software update.
Why would I buy it?
Hard comparing the Torres EVX to the Tesla Model Y doesn’t really do the value of the model justice. On spec and sizing, it is a genuine rival for a large portion of the more expensive $70,000-$80,000 EV crowd – from the Hyundai Ioniq 5 and Kia EV6 to the Ford Mustang Mach-E and Skoda Enyaq. Couple the value with the clear practicality, comfort, and proven battery hardware, and it’s hard to see the catch to Korea’s latest EV.
Why wouldn’t I buy it?
KGM acknowledges that the biggest challenge it faces is building brand equity. While the EVX is more distinctive-looking than most of its peers, we know that plenty of EV enthusiasts are also brandaligned diehards. The promise that a hybrid-powered Torres is on the way might lure traditionalist customers away from the dedicated plug-in alternative.