KGM Actyon K60 review

KG Mobility. Never heard of it? Prior to July 2025, KGM Australia was KGM Ssangyong. And prior to September 2024, the self proclaimed “oldest Korean car company”, with roots planted in 1954, was plain old Ssangyong.

That’s right, maker of the 2000s’ horrific diesel SUV-Coupe abomination, the original Actyon.

However, 2024’s rebrand coincided with the launch of the Torres nameplate: a new-era midsize SUV minted in a bold new design language, one vastly fresher than the Musso ute, Rexton large SUV and Korando, ahem, “midsize” small SUV still offered as (KGM-rebranded) Ssangyong hangovers.

Now Actyon is back, in lockstep with this year’s new KGM Australia moniker, the second — or possibly third — medium-segment SUV in the Korean line-up.

Lower, wider and less roomy than the Torres with which it shares its platform and powertrain, this Actyon bears no similarities to its critically panned predecessor…bar a spurious claim by its maker that it’s an “SUV-Coupe”.

It’s not. It’s a wagon. If one priced and positioned above its stablemates and, at $50,000 driveaway for the higher-grade K60 on test here, bullishly priced against the likes of Toyota RAV4, Mazda CX-5, Hyundai Tucson, Mitsubishi Outlander…the list goes on and on.

While $50K on-road won’t get you to flagship variants of this segment’s most popular choices, stalwart nameplates offer a variety of powertrain choices — including hybridisation and all-wheel-drive options — for similar money. The

Actyon, in two trim levels, makes do with 1.5-litre turbocharged front-drive motivation only.

Further proof of work cut out for a challenger brand with its challenger model is the influx of electrified and fully electric Asian choices, some in flagship guises, at the same pricepoint or less.

But even a cursory glimpse at the reimagined ‘Actyon 2.0’ reveals an inimitable competitor that’s bold in style, brimming with standard features, aspirational in its luxury ambitions and a seemingly interesting genuine alternative in what can be, in some corners of its segment, a generic, homogenised and sometimes patchy landscape.

What are the Actyon K60’s features and options for the price?

The MY26 Actyon lineup kicks off at $44,500 list, or $47,000 driveaway, for the base K50 variant. The flagship K60 on test is priced from $47,500 list or $50,000 driveaway.

By comparison, the slightly smaller — 4740mm plays 4700mm — Torres it shares its platform and sole front-drive powertrain with spans $35,700-$44,500 list. Unlike Actyon, the three-variant Torres line-up includes the choice of front or all-wheel drive.

Standard features for the Actyon K50 include:

• 20-inch allow wheels with Michelin rubber
• LED headlights, DRLs and tail lights
• Nappa leather trim
• Eight-way front (with two-way driver lumbar) electric seats
• Seat heating (both rows) and ventilation (first row)
• Dual 12.3-inch driver and media displays
• Dual-zone climate control
• Heated multifunction steering wheel
• Reversing camera with front and rear parking sensors
• Wired Apple CarPlay and Android Auto
• Interior mood lighting
• 4 x USB-C outlets
• Rear privacy glass
• Powered tailgate with hands-free operation

The flagship K60 adds:

• 360-degree camera system
• Panoramic sunroof
• Rear door sun blinds
• Wireless phone charger

The Actyon is offered in five colours, with every option outside of Grand White — including our tester’s Royal Copper metallic — commanding a $700 upcharge.

Unusual omissions from the features list include the lack of wireless phone mirroring and proprietary sat-nav in the media system. 

How does the Actyon K60 drive?

With its architecture trickled down from (2019 vintage, 4410mm) Korando by way of a slightly (4700mm) shorter Torres, the Acyton — launched globally in 2023 — has well worn underpinnings.

So plenty of mileage in this platform and powertrain to iron out the rough edges, then…

It fits a 120kW and 280Nm 1.5-litre turbocharged four and Aisin-sourced six-speed automatic, largely technically common amongst all three of KGM’s midsize SUVs, with Actyon exclusively front-drive despite being offered in AWD guise overseas (and in Torres).

The result is a bit of a mixed bag.

All 280 newton metres clock on from 1500rpm. The upshot? It’s surprisingly urgent off the mark, to the point where its well regarded and fairly grippy Michelin tyres are tasked for traction, especially when attempting to lunge from a side street into moving traffic, or in any situation where the surface below is wet or broken.

Thing is, there’s no staying power in the midrange. On the move, when tasked with overtaking or merging, there’s not enough torque to follow through, which isn’t unusual for a hard-working engine that’s a little too undersized for the task at hand.

Not helping its cause is the slight recalcitrance of the engine and transmission marriage.

There’s a pause in the auto’s upshifts that becomes more pronounced the more you dig in with your right foot, which makes smooth progress a matter of concentrated throttle input. More so than it needs to be.

While the Actyon doesn’t necessarily feel seat-of-the-pants slow, at least during regular commuting, its as-tested nine-second-flat 0-100km/h time is nothing to write home about.

The engine’s hard-working nature bears out in fuel economy that struggles to drop anywhere near its ADR-prescribed 7.6L/100km during anything other than gentle freeway driving. Around town consumption sits in the nines, while regularly nudging up into double figures.

Frankly, most electrified options in the midsize SUV segment today — be they hybrid or BEV — feel much more drivable, well-rounded and flexible on balance out on the road.

If there’s one infuriating and potentially dangerous aspect of the drive, it’s the “crystal-like” by-wire transmission controller.

One tap towards Reverse from Drive finds neutral. And vice versa. It demands two taps or being held in direction for a long moment for the transmission to switch directions.

Driven moderately, the Actyon can be somewhat pleasant, which extends through to the ride and handling.

The KGM’s suspension is firmer and better controlled than some of the more flaccid and sponge-like offerings in its segment, at least on smooth roads around town.

Across big undulations and speed bumps, compression is reasonably measured and rebound is pretty disciplined. So far, so fine.

However, the big 20-inch wheels slap noticeably across small imperfections and sharp-edged road acne, and the suspension loses its composure once you push on. Hit a decent hump or dip in the middle of the corner and the body control gets properly flustered.

Steering, like the rest of the dynamic package, is middling. It points reasonably confidently — to a point, if you don’t push on — but is vague off centre and wooly in feel and feedback.

Perhaps the big surprise is how unobtrusive the active safety and driver assistance systems are.

There’s no annoying driver monitor system and no bleating overspeed warnings. But there are plenty of key systems featured in Actyon and the only ones that triggered warnings on test — forward proximity sensing, lane departure warning — performed naturally and accurately.

What is the Actyon K60’s interior and tech like?

From the exterior styling to the UI experience of the touchscreen media, it’s clear that KGM (and the old Ssangyong regime) has been taking notes from Hyundai Motor Company (and its Kia subsidiary). And Europe. And Japan. And… you get it.

Floating dual 12.3-inch digital displays in a bent frame with BMW-like angular driver instrument skins? Check. Multicolour ambient mood lighting? Check. Oh-so-2025 hexagonal-shaped paddle-shift steering wheel? Check.

It also flaunts a brooding, Euro-like theme with more material texture than you can poke five sticks at, including the questionable combination of faux carbon-fibre and fake woodgrain.

And it’s about as far from the current crop of eye-burningly bright Chinese SUVs as you can possibly get.

The design language is quite fetching, especially the neat wraparound horizon line that brings separation between the dash fascia and the rest of the interior trim. There’s some effort injecting the Actyon with a sense of occasion and richness, and it’s particularly evident in seats.

In a segment full of faux leather choices, the KGM is the real deal — apparently high-grade Nappa leather, though it’s not quite as supple as you’ll find in many Euros.

The door trims, too, are “suede”, if possibly replica stuff given that even the likes of Porsche uses synthetic suede-cloth or Alcantara these days…

The seats are…fine. The bases are short, the lateral support is middling, but you can settle in during long drives without much discomfort at all. Fit and finish, too, is very good. There are no rough edges and no squeak or rattles anywhere.

It’s not all gushing plaudits. The driver’s instruments are nice and clear but the content is not configurable.

And while the media system mirrors such simplicity, it’s desperately lacking in processing power and, as a result, its response to inputs is painfully slow at times.

Content, too, leaves a bit to be desired. The 360-degree camera system in the flagship variant is excellent, but there’s no wireless Apple CarPlay or Android Auto. You’ll need a cable for either…which is essential given that there’s no proprietary sat-nav system.

Of course, KGM’s first line of defence is that your phone supplies the navigation…which holds true until you’re out of mobile reception range, which happens quite a bit with some carriers in this wide, sunburnt land.

But most annoying is that so much of the car’s features adjustment is buried in the media system. Swapping from climate control to changing drive modes to altering audio streaming settings, for example, is a laborious and distracting chore.

Row two offers decent, class-middling roominess and the flagship’s large glass roof certainly adds a sense of airiness and space. Dual air vents, a pair of USB-C outlets (to mirror the two up front) cover off essentials, while the manual rear window blinds are a nice inclusion.

The Actyon also fits the very Hyundai-like front seat adjuster switches in the inboard edges of the seatbacks.

These are great if you need to move the front pews from the rear — installing baby capsules, etcetera — without diving back and forth between doorways. But they’re also a key target for rear occupant tomfoolery.

Then there are the head rest cradles in the back of the front seats. They first appear like device holders, but practicably they seem to exist as hangers to sling your coat over.

The kick sensor electric tailgate — again, a neat inclusion at this price point — works a treat, liberating 668 litres of boot space, which is academically good for class if down 35 litres on the slightly smaller Torres stablemate.

Row two stowed, there’s an advertised 1568 litres available. A space saver spare is housed under the boot floor.

Is the Actyon K60 a safe car?

The Actyon fits a number of safety systems that include: 

• Autonomous emergency braking (AEB)
• Forward collision warning
• Lane change collision warning
• Lane keep assist
• Blind spot monitoring
• Rear cross traffic alert
• High beam assist
• Safe distant alert
• Eight airbags

There is currently no ANCAP (or Euro NCAP) rating for this generation Actyon.

During testing, the Actyon safety systems, where activated, performed as expected and without excessive annoyance or indication of poor calibration.

What are the Actyon K60’s ownership costs?

Servicing the Actyon for five years costs a nominal $1898, with typical 12 month and 15,000km intervals.

This is around $500 pricier than that of the (hybrid) Toyota RAV4. However, this does not include other essential and periodic costs incurred in the first five years of ownership, such as spark plugs and brake fluid.

As mentioned, the Actyon is thirsty, only matching its combined 7.6L/100km claim during light-duty highway driving, while around town it regularly consumes in the double-figures. Fortuitously, it will run on cheap-ish E10 fuel.

The honest verdict on the Actyon K60

The new-generation Actyon is a big step forward in many right directions over its forebear if with some caveats beyond that it improves from such a lowly baseline.

For a new model revamped from a re-rebranded marque, its platform and powertrain DNA are hardly daisy fresh and both are shared with more affordable KGM models. As the flagship of the brand’s three midsize SUVs, it also lacks the all-wheel drive options found in the thriftier Torres.

Despite the marketing spin, it’s not really a coupe SUV. And nor are you spending up into a sportier experience against its humbler stablemates, at least beyond a veneer of styling.

Its $50K driveaway pitch plays directly against proven and popular choices in RAV4, CX-5, Tucson, et al.

And while no price parity rival will be a range-topper, the Actyon K60’s spec omissions – no wireless phone mirroring, no sat-nav – suggest its flagship positioning isn’t as feature-laden as you might expect it should be.

Powertrain lets the KG down. It’s not quick, it’s thirsty, refinement is hardly exceptional and the transmission controller is fraught with issues. Plus, there’s no hybrid option.

While the Actyon is likeable and an improvement for the breed, it needs to line a few ducks up before it can be a model truly recommended, especially as it plays in such a hard-fought SUV segment.