BMW 630I vs Kgm Torres

What's the difference?

This isn't a car for everyone's tastes, but if you fit in to the buyer group that just doesn't really know what they want in a luxury car, it could be the perfect fit for your family. The 6 Series GT is a practical large prestige car, albeit one that will likely find very few buyers.

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.

There is no denying the 6 Series GT looks better than the old 5 Series GT. It isn't as frumpy, it looks more sporty, and to me it appears to have grown into its identity with more conviction than its predecessor.

That said, I don't necessarily like the look very much - it's a bit like a BMW X6 that has been rounded off a little and lowered down substantially. But I can appreciate some of the finer design aesthetics that it offers up: the frameless windows are a nice touch, and the swooping roofline looks smoother than a duck's back.

Other things like the active grille shutters and the air breathers ahead of the front doors are nice functional touches, and to my eye it lives up to BMW's hope of it looking "smooth but muscular". You can get the 630i with either the M Sport package, like you see here, or the more sedate Luxury Line, which is, well, more luxurious looking.

The M Sport styling and equipment package you see in the images here - with M aero kit and 19-inch wheels (ours had been upgraded to optional 20s) - help out with the athletic look of this very big vehicle.

It's huge in fact. The length of the 630i is 5091mm long, it measures 1902mm wide and sits at 1538mm tall, with a lengthy 3070mm wheelbase.

All that equates to a lot of room in the cabin, and what a sumptuous and delightful place it is to be - leather, wood and plush finishes abound.

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.

Now, I said before that this is a bit like an X6, but it has heaps better interior space than that SUV.

As soon as you slide into the driver's seat, you feel like your inside a large car. The cabin space is plentiful, and there's an abundance of storage on offer, too: there's a split-lid armrest between the seats, a pair of cupholders, a phone storage nook with wireless charging, and big door pockets with bottle holsters.

In the back you have access to door pockets, a flip-down armrest with cupholders (that middle part of the seat can fold down completely to allow storage of longer items), and there's excellent room on offer. How many seats in the BMW 6 Series GT? Five - like, five full-size seats.

Because the roofline doesn't rake as sharply as a four-door 'coupe', headroom is excellent for adults (even of the 183cm variety, like myself), and legroom and toe room are equally very good. This is bigger in the back than a 5 Series, but maybe not as plush as a 7 Series… so I guess it makes sense numerically for its nomenclature.

Of course you get climate control in the front (and in the rear if you option it), and the materials are excellent. The media screen is tablet-style, proudly displaying 10.25 inches of high-def real estate that is both touch-capacitive and controllable by way of the central rotary controller with touchpad. And get this - you can even use gestures to control certain elements like volume, swiping and changing tracks… but you have to option that.

The fully digital instrument display is bordered by a set of incomplete dial rings, which is just odd. BMW, back yourself - your buyers can handle just having a digital screen in front of them, particularly when it's as good as this one.

This grandiose hatchback's boot is commodious - with the back seats in place it has a huge 610 litres of cargo capacity, which extends to 1800L with the 40/20/40 seats folded down using the quick release levers in the boot area.

There is no spare wheel (the BMW range is fitted with run-flat tyres) but it does have a secondary hidden storage area under the boot floor for hiding items or stowing wet gear, bathers/swimmers or muddy clothes.

For context, the X6 has 580L seats up, 1525L seats down.

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.

Under the bonnet of the 630i is a 2.0-litre four-cylinder turbocharged petrol engine, which produces 190kW of power (at 6500rpm) and 400Nm of torque (from 1550-4400rpm). It uses an eight-speed automatic transmission, and is rear-wheel drive.

That may not seem a lot considering the size of this machine, but consider that some of the steamiest four-cylinder hot hatches have nearly the same outputs, and you realise this engine offers up a far-from slouched approach to propulsion.

The 640i xDrive has a 3.0-litre six-cylinder turbocharged engine with 250kW of power and 450Nm of torque. It gets the same eight-speed auto, but as the xDrive naming indicates, it's all-wheel drive.

But this is the one you'd prefer if you want to hit highway speed in a hurry - the 0-100km/h claim is 5.3 seconds, where the 630i takes a full second longer (6.3sec) according to the company.

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.

BMW claims fuel use of 7.0 litres per 100 kilometres, and you'll need to use 95RON premium unleaded when you fill up.

On my trip with the car, I saw about 9.0L/100km across mostly high-speed driving - some freeway, some highway, some country back road touring, and quite a bit of corners and city stuff thrown in as well. I think that's pretty respectable.

What wasn't so great was the lack of premium fuel in some of the 'away from civilisation' places on my route home. Keep that in mind if planning your own GT long-distance cruise.

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.

I'll put this out there - if you like to drive, there are BMW models for less than this one that will put a much bigger smile on your face. Like, a 440i Gran Coupe, or even just a 330i sedan…

But if you're in BMW's target market - that being older executive buyers who want space and luxury as a priority over thrills at the wheel, you could do a lot worse.

That's because the 6 Series GT lopes along the highway without fuss - the engine easily coping with the demands of overtaking moves, the adjustable drive modes allowing a light steering and wafting suspension feel to wile away the kilometres.

There are 'Comfort' and 'Comfort Plus' modes, but the latter is a bit too spongy and can be boaty feeling. The Comfort setting is made for the highway.

It is actually pretty agile for its dimensions.

If you decide to deviate from the straight sections, you'll be able to explore a little bit of dynamic range, especially when you dial up the 'Sport' mode, which changes the damper settings, steering weight, throttle and transmission response, and even the digital dials in front of the driver to a more aggressive look.

Our car had the 'Integral Active Steering' setting, which is a variable ratio steering system that includes rear steering - that essentially helps make is more turnable in corners at highway speed, and easier to park at lower speeds. It's difficult to say whether the assistance is excellent or not short of driving a car without the tech, but to this tester it was hard to hide the size and weight (1835kg kerb weight) of the vehicle.

That isn't to say it's clumsy or lumbering - it is actually pretty agile for its dimensions, though it makes a lot more sense on long drives and coastal cruises than it does in the narrow and twisty alpine roads of the Snowy Mountains Highway that I tested it on.

There's good grip from the tyres, and strong response from the powertrain - but if it were my money, and I had to have a 6 Series for whatever reason, I'd be looking towards the 640i model, which has a thumping six-cylinder with 250kW/450Nm - certainly an engine that would be more at home in this car. Plus that model comes with AWD.

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.

BMW runs a condition-based servicing plan, which means the car will tell you when it needs servicing. But you can rest assured it won't (theoretically) cost you much, with the brand's 'Service Inclusive' pack. It covers you for basic maintenance as and when required for five years/80,000km. According to BMW, that includes "annual vehicle checks, oil changes, all filters, spark plugs and labour costs for the duration of the package".

BMW offers a three-year/unlimited kilometre warranty plan, and you get the same cover for roadside assistance.

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.