Lexus GS vs Kgm Torres

What's the difference?

Weirdly, given all the good things I've had to say about the GS F Sport, it doesn't quite hang together. It's missing that certain something the Europeans have in their chassis, particularly the BMW 5 Series, and with ageing interior tech, it's struggling to keep up.

It's a car built for specific tastes, and they're more California than Straya. And that's perfectly okay, but unfortunately, that doesn't translate to a stampede of buyers. Having said that, none of its German rivals (or its beleaguered Japanese counterpart, Infiniti) could claim wild sales success either.

The GS is a terrific car, underrated but also just not quite there for my taste. The GS F, though, that's another thing altogether.

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 GS is ageing well, but it's still a bit heavy-handed around the headlights and a little on the slabby side along the flanks. It doesn't look poised for action, even with the F Sport additions, but nor does it look frumpy, mostly due to the whopping blacked-out spindle grille, a Lexus signature. 

The rear end is good looking but a bit bluff, again neither surprising or delighting.

Little has changed inside, but it's still a very nice cabin, and always will be apart from a couple of clangers (the gear shifter looks super-cheap). 

What's more, it's welcoming, lots of very nice materials, comfortable, seats - it's exactly what it needs to be. Whatever you might think of the looks, one thing is absolutely certain - if anyone builds cars better than Lexus, it's a very, very short list.

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.

Being a big car, there's plenty of room inside. Four passengers will be very comfortable although rear legroom was a bit on the skinny side given the car's size.

The cabin contains a good-sized console bin, four cupholders and each door pocket into which you could conceivably slot a bottle.

The 520-litre boot is a useful shape, with a sensible load height and a space-saver spare under the floor. The 5 Series and E Class both best the Lexus by 10 litres, so the GS isn't far off the norm.

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.

Lexus fits a 3.5-litre (2GR-FKS) naturally-aspirated V6, delivering 232kW/380Nm to help shift the 1745kg GS. Power goes to the rear wheels via an eight-speed automatic. Lexus claims the sprint from 0-100km/h is completed in just six seconds.

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.

A real world 13.7L/100km is a solid miss of the claimed 9.3L/100km, which itself is hardly earth-shattering. It's a big heavy car and that's the penalty. It drinks fuel fast, so the 66-litre fuel tank does drain quickly and it's worth knowing you have to fill it with the 95 RON or better.

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.

There are things you expect in a Lexus. Quietness. Composure. Smoothness. The GS delivers all three of those things effortlessly. But it has a few extra things in its bag that I can't say I was expecting.

For a start, the 3.5-litre V6 moves the car without any carry-on and in doing so, I was constantly amazed at how quickly the speed in the head-up display reached the posted limit. It just doesn't feel or sound like a six second car, but there you are. The transmission is virtually faultless, the engine sound distant and refined, the power impressive.

It's a heavy car, no question, but two things work to make it feel much lighter. First - and it doesn't matter which mode you choose - the adaptive suspension somehow knocks about 200kg out of how heavy the car feels. The brakes, while a little soft on pedal feel when you first step on them, are very effective and again help to make the car feel lighter than it is.

The four driving modes are quite distinct. As usual, Eco makes everything soft and doughy or as I prefer to say, unpleasant. Normal is great for every day, with just the right throttle response and steering weight.

Moving to sport ups the aggro slightly while Sport+, while never harsh, firms everything up to the point where it starts to feel like a different car. Sport+ makes the car feel race-car pointy, the suspension holds the body in check and the power seems readily available without jerky progression

The all-wheel steer is a big part of the change in feel. It's is especially sharp in Sport+ mode. The steering's gearing changes up quite a bit, meaning a lot less steering lock required for your favourite hairpin bend. Of course, at real speed it all calms down because neither you nor Lexus are fond of sneezy lane-changes or Armco-swiping. At first I thought it just made the big car feel a bit too nervous but as I got used to it (and was able to dial it down by switching back into a less racy mode) I found it fun but a little bit out of character with the car itself.

And just because it's the F Sport, that doesn't mean it can't do all the things you'd expect from a Lexus. You can still waft, you can still creep up on people and it's really very comfortable when you're cruising or stuck in traffic. 

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.

There's one area where Lexus smashes the Germans and that's after-sales. While the warranty is hardly ground-breaking at four years/100,000km and service intervals are reasonable at 12 months/15,000km, it's how it all comes together.

For the duration of the warranty, when the car needs a service, Lexus will either come and get it then return it to you, or give you a loan car. Anecdotal evidence suggests this continues long after the warranty runs out. Like, 10 years after the warranty runs out. 

This is a small thing, but if there's one thing I hate about car ownership, it's the servicing experience. If I was a betting man, I'd dare you to find someone who genuinely has a problem with Lexus after-sales care.

On top of that, you get a generous roadside assist package for four years. 

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.