Aston Martin DBS vs Kgm Torres

What's the difference?

The Aston Martin DBS Superleggera is an instant classic, likely heading over a high-end auction block in years to come with a final price far higher than the 2020 ask. But don’t buy it as a collector's item, although it is a beautiful object. Buy it to enjoy. Stunningly fast, thoroughly engineered, and beautifully made, it’s a phenomenal car.

The KGM Torres Hybrid represents yet another choice for buyers in the family SUV segment, as if there aren’t already enough! But the Torres offers a level of value its mainstream competitors can’t match. The hybrid powertrain is a winner, however KGM needs to iron out a few issues, like tyre choice and the advanced driver assist tech. But there is a lot to like about the Torres Hybrid. And it’s definitely the pick over the pure petrol version.

The term Superleggera (Italian for Superlight) is normally associated with Italian automotive coachbuilder Carrozzeria Touring, which has historically applied its fine eye and hand-crafted aluminium body technique to a host of local brands, including Alfa Romeo, Ferrari, Lamborghini, Lancia, and Maserati.

As well as some American, German, and British liaisons, the latter covering classic Aston Martin and Lagonda models through the 1950s and ‘60s (your Silver Birch DB5 is ready for you 007).

But rather than hand-beaten aluminium, here the body panel material is carbon-fibre, and the look and feel of this DBS is the product of Aston Martin’s head of design, Marek Reichman (his name might sound German, but he’s a Brit through-and-through), and his team at the brand’s Gaydon HQ.

Based on the DB11 platform the DBS is a fraction over 4.7m long, just under 2.0m wide, and less than 1.3m tall. But it’s only when you’re close to the Superleggera that its intimidating muscularity comes into focus. 

A giant, black honeycomb grille defines the car’s face, and the single-piece forward-hinging ‘clamshell’ bonnet includes a raised central section defined by longitudinal strakes either side, with deep vents above the front axle line to aid the exhaust of hot air from the engine bay below.

Broad ‘shoulders’ around the front wheel arches are balanced by powerful rear haunches to give the car a beautifully proportioned and imposing stance. But there’s scientific function behind this purposeful form, too. 

The Aston vehicle dynamics team went all out with wind tunnel testing, Computational Fluid Dynamics (CFD) modelling, aerothermal and performance simulations, as well as real-world track testing to refine this car’s aero efficiency. 

The DBS Superleggera’s overall drag coefficient (Cd) is 0.38, which is commendably slippery for a brawny 2+2 GT. But it’s the fact that in parallel with that number it’s able to generate a humongous 180kg of downforce (at 340km/h VMax) that’s remarkable.

The aero trickery includes a front splitter and airdam working in unison to accelerate airflow under the front of the car, delivering downforce and cooling air to the front brakes. 

From there the ‘open stirrup and curlicue’ device at the top of the front wheel wells vents air to reduce lift, and create vortices which reattach the aero wake from the front wheels to the side of the car.

The ‘C-Duct’ starts with an aperture behind the rear side glass funneling air through the underside of bootlid to a subtle ‘Aeroblade II’ spoiler at the rear of the car. A close to flat underside also feeds air to an F1-inspired double diffuser under the rear end.

No gaudy wings or giant spoilers, just a subtly effective and thoroughly engineered aero profile.

Slim but distinctively Aston Martin LED tail-lights combine with a series of horizontal character lines across the rear to enhance the car’s visual width, and giant 21-inch dark rims fit the car’s proportions perfectly.

Slipping behind the wheel is the full hand-in-leather glove experience. The broad dashtop is split by a vaguely teardrop shaped centre stack with the classic ‘PRND’ transmission buttons and an illuminated push-button starter in the centre.

The compact instrument binnacle, housing a configurable digital display, imparts a quiet sense of purpose, and the Mercedes-AMG sourced media system, complete with rotary control dial, feels familiar. Overall, simple, subtle, yet hugely impressive.

What a curious thing the KGM Torres is. It has typical medium SUV proportions but with over-the-top styling designed to give the impression of a rugged off-roader. But this is no off-roader.

It has a Jeep-like slotted grille, faux winch hook in the lower grille, squared-off wheel arches, a boxy shape and weird grab mounts on the bonnet that serve no discernible purpose.

It also has what appears to be a rear-mounted spare wheel with a side-opening tailgate. But it’s all an illusion. It’s just a chunky addition to the tailgate which opens upwards, like a regular SUV boot.

If you discount the fake 4x4 bits, the Torres is quite a handsome SUV, especially from the front. The grille surrounded by cool integrated LED headlights makes for a nice front end. 

The tail-lights sit a little low at the rear, and the pointlessly massive C-pillar is a bit much. But there are some appealing elements.

Inside, there’s a bit of a nod to fellow Korean brands Hyundai and Kia with the dual 12.3-inch multimedia and driver display screens. 

There are no buttons to be found on the console and centre stack so it’s a clean look. The screens and air vents are angled towards the driver, too.

Bronze is a feature throughout and it breaks up the dash nicely, as does the ambient lighting. Matching stitching is a lovely visual touch on the nicely patterned cloth seats.

It doesn’t look or feel like a base model. It definitely feels a step up from the Korando and the Musso in KGM’s stable, as well as some rivals.

The notion of practicality doesn’t naturally align with a 2+2 GT, but a wheelbase measuring 2805mm means there’s enough space between the axles to provide generous accommodation for front seat occupants at least.

And the usual compromises presented by long coupe doors are reduced by the DBS’s swinging slightly up as they open, and down as they close. A genuinely useful touch.

The driver and front seat passenger are snug but not cramped, which feels right in this context, and they’re provided with a lidded central box, which doubles as an armrest between the seats.

Flick the switch and its power-operated top slides back in stages to reveal two cupholders and a general storage space with a 12V power outlet, two USB-A ports, and an SD card input at the rear.

There’s a small coin tray in front of the multimedia dial in the centre console and long door pockets, but bottles will be a struggle unless you’re happy to lay them on their side.

The ‘+2’ seats scalloped out of the rear bulkhead, look super cool (especially with our car’s Triaxial quilt trim) but for anyone in the vicinity of average adult height they’ll feel distinctly inadequate.

Legs or a head aren’t viable options so this space is best reserved for the kids. And there are two 12V sockets in the rear to help keep their devices charged, and them calm.

Boot volume is a useful 368 litres, and the aperture curves forward at the top which helps with loading larger cases, but remember the rear seats don’t fold.

There are small lockers hidden in the back wall, one containing a flat tyre repair kit, so don’t bother looking for a spare of any description.

The KGM Torres Hybrid sits at the smaller end of the medium SUV set, but it still offers decent levels of space throughout, especially when it comes to headroom.

Storage is something KGM gets right with the Torres. The centre console has an armrest with large under-lid storage. There are a couple of good sized cupholders and a small slot for the phone to sit in, however it’s not super deep so it’s better for keys.

Further under the console is a large tray and two USB-C ports, plus another smaller shelf just above. There’s heaps of space in the doors for two bottles, plus additional space. And the glove box can hold the vehicle manual.

When it comes to in-car tech it’s a bit of a mixed bag. The multimedia screen takes way too long to boot up, especially when it’s hot. Which is not great because you need the screen to crank the air-con as most vehicle functions are housed in the screen. That display delay also frustrates if you want to reverse immediately after turning the car on, meaning sometimes there’s no camera display for a few seconds. It’s just not good enough by today’s standards.

The system is fine in terms of navigation and menus but not super intuitive. Swipe down for drive modes ('Comfort', 'Sport' and 'Eco'), plus some quick access options. You can always swipe down even when Apple CarPlay is active.

You can also hit the fan from left of screen to open the air con settings.

As mentioned, there’s no digital radio and no wireless Apple CarPlay. Also no wireless charger in the K30. Having to use a cord can be a pain but at least it means flawless CarPlay connection and a properly charged phone - something most charging pads fail to achieve.

The digital Instrument cluster is clear enough, but there is no head-up display.

Steering wheel controls are clearly labeled on the lovely looking thin-rimmed, four-spoke wheel.

In the back seat you’ll find ample leg, knee and toe room. There’s plenty of space behind my 183cm driving position. The rear bench is flat so there’s not as much side support as the lovely front seats.

That rear space has quite a high window line so small kids may struggle to see out.

Amenities back there include two map pockets, rear knee-level air vents, two USB-C ports, ISOFIX anchors on the two outboard seats, three top tether points and enough room in the doors for one big and one small bottle.

You get 465 litres of space (to the top of the seat back) with all seats in place. It is ample space for luggage or a big shopping haul. Drop the 60/40 split-fold rear seats and the front seats and that grows to 1526L.

You’ll find a 12-volt outlet in the boot as well as nooks on the side, a light and a cargo blind. What you won’t find, disappointingly, is a spare wheel of any kind. Just a tyre repair kit. This puts KGM behind the pace of brands like Toyota and Hyundai that at least offer a temporary spare wheel for their hybrid models.

Another quirk is adjusting to the tailgate opening upwards, not sideways as the rear 'handle' suggests.

The hybrid version of the Torres is available in two model grades, the K30 from $45,000 drive-away and the K40 at $48,000. We tested the K30 Hybrid.

The non-hybrid turbo-petrol Torres is available in three grades and ranges from $38,000 to $47,000. There’s also a fully-electric Torres called the EVX that costs $58,000. Keep an eye out for our review of the EV in the coming weeks.

In terms of other hybrid rivals, the Torres lines up against the GWM Haval H6 ($40,990-$47,990, drive-away) and MG HS ($42,990-$46,990, d/a). Some more established models have more hybrid grades, like the Hyundai Tucson, Kia Sportage, Nissan X-Trail and Subaru Forester but they creep up dangerously close to $60K for the priciest grade.

KGM offers solid value for money across its model range and that’s definitely the case with the Torres Hybrid. The standard features list is healthy without being jaw-droppingly generous.

In the K30 you get 18-inch alloy wheels, LED headlights and daytime running lights, dual-zone climate control, interior ambient lighting, leather steering wheel, heated, power-adjustable and power-folding door mirrors and rain-sensing wipers.

It also has dual 12.3-inch screens, one for driver instrumentation and the other for multimedia, wired Apple CarPlay and Android Auto, a retractable cargo blind, fabric seats, manual adjust front seats, six-speaker audio and USB-C ports.

It misses out on digital radio and the lack of wireless connectivity is a miss.

The K40 adds synthetic leather front seats, heated seats, a heated steering wheel, rear sunblinds, a hands-free power tailgate and auto up-down front power windows.

The Torres Hybrid also has a lengthy standard safety features list, but more on that in the Safety section below.

The DBS Superleggera is powered by an all-alloy, 5.2-litre twin-turbo V12, featuring dual-variable camshaft timing and direct-injection to produce 533kW (715hp) at 6500rpm and 900Nm from 1800-5000rpm. 

In line with the personal nature of this car’s build, a brushed metal plaque sits on top of the engine, proudly stating ‘Hand built in England’, and noting that a final inspection was carried out (in our case) by Alison Beck. 

Drive goes to the rear wheels via an alloy torque tube and carbon propshaft to a (ZF-sourced) eight-speed automatic transaxle, incorporating a mechanical limited-slip differential, with manual shifts available via wheel-mounted paddles.

Powering the KGM Torres Hybrid is a 110kW/220Nm 1.5-litre, four-cylinder turbo-petrol engine paired with a permanent magnet synchronous motor delivering 130kW/300Nm, for a combined power output of 150kW. KGM does not provide an overall torque figure but clearly pulling power is healthy.

It also has a 1.8kWh lithium iron phosphate battery as part of its hybrid set-up. As mentioned. this is not a plug-in.

That’s a little less than the Hyundai Tucson (172kW) and GWM Haval H6 (179kW) hybrids, but more than the Honda CR-V (135kW).

It uses a ‘dedicated hybrid transmission’ and drives the front wheels only.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 12.3L/100km, the DBS emitting 285g/km of CO2 in the process.

In just under 150km with the car, covering city, suburban and freeway running (as well as a sneaky B-road session) we recorded an average of 17.0L/100km, which is a sizeable number, but kind of expected for a roughly 1.7-tonne, V12-powered meteor on wheels.

Stop-start is standard, minimum fuel requirement is 95 RON premium unleaded, and you’ll need 78 litres of it to fill the tank (which translates to a real world range of approximately 460km).

KGM says the Torres Hybrid consumes 5.6 litres per 100 kilometres on the combined (urban/extra-urban) cycle. After a week of mixed urban and freeway driving I recorded a figure of 7.0L/100km. Not bad, but it could be better.

The Torres’s Euro 6 powerplant uses 95 RON premium fuel and taking into account the 50-litre fuel tank, you could theoretically get a total driving range of about 890km.

Once you dip under three and half seconds for the sprint from 0-100km/h strange things happen to your field of vision. Faced with that kind of acceleration, it instantly narrows, your brain instinctively focusing attention on the road ahead because it senses something borderline unnatural is going on.

Claiming just 3.4sec for the DBS Superleggera to hit triple figures (and 0-160km/h in 6.4sec!) we felt obliged to validate the number, and sure enough peripheral vision blurred into nothingness as this brutal machine delivered its shock and awe performance.

And the aural accompaniment is suitably intense, thanks to the electronically-controlled (stainless steel) exhaust, with active valves and quad tail pipes, orchestrating the brilliantly guttural and raucous ‘sound character.’ 

Pure pulling power is immense with all 900Nm of maximum torque available from just 1800rpm all the way to 5000rpm. Mid-range urge is prodigious, and Aston claims the DBS Superleggera will blast from 80-160km/h (in fourth gear) in 4.2 seconds. That’s a number I didn’t verify, but I’m not going to doubt it.

It might share essentially the same bonded aluminium chassis, but thanks to its carbon-rich bodywork the DBS Superleggera is 72kg lighter than the DB11, with a ‘dry’ weight (no fluids) of 1693kg. The engine is also set low and far back in the chassis, to the point where it’s actually a front-mid location, delivering a 51/49 front/rear weight distribution.

Suspension is double (forged alloy) wishbone front, multi-link rear, with adaptive damping standard, and there are three set-up stages available via the flick of a switch on the left-hand side of the steering wheel.

On the opposite side of the wheel a similar mode control allows you to cycle through ‘GT’, ‘Sport’, and ‘Sport Plus’ settings, tuning various functions including the throttle map, exhaust valves, steering, traction control, and shift response. Steering is speed-dependent electrically-assisted.

Brakes are professional grade vented carbon ceramics, with thumping 410mm rotors at the front clamped by six-piston calipers, and 360mm discs at the rear sporting four piston calipers.

Managing this car’s phenomenal thrust as it morphs into lateral g-force, is a surprising experience. Of course, it grips like a Trump handshake, with a specific ‘A7’ version of Pirelli’s ultra-high performance P Zero tyre on a 21-inch forged alloy rim at each corner.

The 265/35s at the front are big, and monstrous 305/30s at the rear deliver a strong mechanical connection with the road. But it’s the car’s steering and overall agility that’s unexpected.

It doesn’t feel like a beefy 2+2 GT. And while it’s not in the 911’s league when it comes to response and dynamic feedback, it’s a long way down that road.

I found Sport and the middle suspension setting to be the backroad sweet spot, and with the seven-speed auto in manual mode the lightweight DBS simply lights up.

Shifts on the way up the ratios via proper alloy paddles in manual mode are rapid and precise, and the car remains stable and balanced, yet entertainingly athletic in enthusiastic cornering.

When squeezed hard on initial application carbon ceramic brakes don’t ‘bite’ in the same way steel discs do, but the system’s ability to rapidly wash off speed, while the car remains in a steady state, is exceptional.

At the same time, shifts down through the gears are accompanied by a variety of aggressive pops and bangs (a feature of Sport and Sport Plus modes) and the DBS points accurately yet progressively into a bend.

Road feel is excellent, the sports front seat is grippy and comfortable, and the car’s ‘Dynamic Torque Vectoring’ (via braking) system chips in to ensure understeer is kept in check.

In a more sedate mode, thanks largely to the active dampers, the Superleggera is surprisingly comfortable around town, despite the big rims and low-profile rubber.

Under the heading of ‘random thoughts’, the simple interior layout (including the spot-on digital instrument cluster) is great, the auto stop-start is a little jerky on restart, and including the front air dam, ground clearance under the nose is only 90mm, so be mega-careful in and out of driveways, or prepare yourself for the sound of scraping carbon (happily avoided this time around).

While this might be CarsGuide’s first time behind the wheel of the KGM Torres Hybrid, we have driven the petrol version. Andrew Chesterton lived with one for three months. You can read his take on it here.

As predicted by Chesto, the hybrid powertrain does sort out some of the issues with the pure petrol version. Regular acceleration is smooth and lacks any of the jerkiness experienced in the pure-combustion model, thanks in part to the hybrid transmission.

There is, however, tyre squeal when you give it a boot full. That could be fixed with better tyres than the 225/60R18 Nexen Roadian GTX rubber on the hybrid grades. There was also axle tramp when I tested the Torres under hard acceleration.

The transition between petrol and electric power is seamless. Only when pushed hard up a hill does the petrol engine sound a little rough.

Of the three drive modes - Comfort, Eco and Sport - the latter only adds mild spice. Best stick with Comfort.

The Torres Hybrid’s brakes are strong and lack the spongeyness of some hybrids. It has regenerative braking which just feels weird in a hybrid. I kept it at a lower setting as a result.

It steers nicely, offering a good amount of feel and it’s sharp without overdoing it.

I noticed some light vibration through the steering wheel on coarse chip and uneven roads. But the cabin is well insulated and relatively quiet. A particularly windy Melbourne spring day was the only thing that unsettled the peace in the cabin.

Suspension is MacPherson strut up front and multi-link at the rear and in terms of handling, there’s subtle lean in corners but it feels pretty hunkered down for a family SUV. More so than a number of its rivals.

The Torres Hybrid’s ride quality is variable, depending on the road quality. On some average roads, it handles better than others. You’ll definitely notice sizeable ruts, but there’s little to complain about in urban settings.

In terms of visibility, the C-pillar is way too big. I get that it’s a design element but that, combined with the tiny rear third-quarter windows, make a head check all but useless.

The Torres has not been tested by ANCAP for a crash safety rating, but it comes with a long list of safety gear as standard.

Hybrid grades get autonomous emergency braking (AEB), adaptive cruise control, lane keep assist and lane departure warning, forward collision warning, driver attention alert, multi-collision braking, trailer stability assist and front and rear parking sensors.

Disappointingly the K30 misses out on a rear cross-traffic alert, blind spot warning and lane change-collision warning that are all standard in the K40.

It comes with eight airbags including a front centre bag to help avoid injury in a side collision.

On the road, some of the driver aids need improving.

The seatbelt warning is annoying, beeping loudly until you put your belt on. I could not find a way to change that in the settings.

The driver attention alert pops up every so often with a coffee icon and audible alert. The alert stays on for way too long and is annoying.

Adaptive cruise is pretty smooth, slowing and speeding up at just the right time and speed.

The lane keeping aid is twitchy and tugs at the wheel too much. It’s not as bad as systems from some other carmakers but it needs further calibration.

There’s no self-steering function, just the lane keep and you can’t alter the level of that system. You can turn it off and just use the lane departure warning which is what I did.

In Australia, Aston Martin offers a three-year/unlimited km warranty, with 24-hour roadside assistance included for the duration.

Servicing is recommended every 12 months or 16,000km, whichever comes first.

Aston also offers extended service contract options, renewable after 12 months, including features like transfers and accommodation in the event of a breakdown, and coverage while the car is being used at official Aston Martin events.

There’s also a collection and delivery service (or courtesy car) to sweeten the servicing deal.

KGM covers the Torres with its seven-year, unlimited kilometre warranty and the high-voltage battery is backed by seven-year, 150,000km cover.

Servicing is recommended every 12 months or 10,000km, whichever occurs first. The category standard is every 15,000km. KGM's service pricing is available for the first seven years with prices ranging from $349 to $454. Over that seven years it should cost $2758, which is not bad.

KGM’s dealer network consists of 65 sales and service outlets across the country, with a number in regional and rural Australia.