Volkswagen Tayron vs Kgm Actyon

What's the difference?

So, does the new Volkswagen Tayron 195TSI R-Line sink or swim? It's definitely swimming as it delivers a solid blend of features and comforts for families seeking a 'sometime' seven-seater. It's not yet on the podium as it doesn’t hit every mark. Purchase price and servicing costs may put some buyers off but it packs in a number of thoughtful, family-oriented features. Whether it will go on to become Volkswagen’s standout seven-seat offering remains to be seen, but it’s a capable, well-rounded option in the segment.

Is all of the above enough to spur you into Actyon? It should be, or at least make your medium-SUV shortlist.

Bold styling, keen pricing, an inviting cabin, loads of space and an involving driving experience make the new KGM everything we wanted from but never really got from the old SsangYong.

A bit more torque, a little less thirst and a softer ride would make a surprisingly good family-friendly medium SUV a real crowd pleaser.

We’re looking forward to what else KGM has coming in the future.

The Tayron has a robust silhouette but avoids tipping into boxy territory. Its long wheelbase is balanced well by the overall shape and the large 20-inch alloy wheels give it a planted, purposeful stance. It’s a pleasant-looking family SUV, though it stops short of being particularly distinctive. Beyond the illuminated Volkswagen badges (which are a genuine highlight and lend the Tayron some subtle Tron-like flair) the design is fairly unassuming.

Inside, the Tayron makes its strongest impression after dark. Multiple illuminated panels with galaxy-like patterns add depth and visual interest, giving the cabin a sense of atmosphere that’s largely absent in daylight. There’s a reassuring mix of soft-touch surfaces and materials throughout. Suede-like microfleece and leather elements are used generously, contributing to a cabin that feels well made.

The black headliner is a win when you have kids but interestingly for a top-spec grade, there is no sunroof. The R-Line leather steering wheel looks the part and feels good in hand but aside from the expansive digital displays, the cabin lacks a clear focal point. A little more personality would have gone a long way toward elevating the cabin space.

KGM currently sells no fewer than three medium-sized SUVs of roughly similar dimensions.

There’s the more-compact Korando (which arrived in 2020), the bigger and boxier Torres (released in 2024) and, of course, the new Actyon. While all sit on variations of the same monocoque-bodied platform, the newcomer benefits from additional development (and funds) under KGM ownership.

Not obvious unless viewed together, the Actyon is designed to be a sportier and more coupe-like take on the Torres, and is slightly lower at 1680mm as a result. But it’s also a bit longer at 4740mm and wider at 1920mm wide. Both share the same 2680mm wheelbase.

This may seem an extravagant niche for KGM to pursue, but it claims the original SsangYong Actyon (unveiled in 2005) beat the admittedly far-more influential BMW X6 by about three years, to become the world’s first productionised coupe-style SUV.

Whatever, today’s Actyon is a sleeker and perhaps prettier design than the Torres, with obvious Range Rover (Evoque, Velar) homages throughout, particularly when it comes to the lighting elements.

According to KGM, the grille’s lighting design is inspired by the four symbols found on the South Korean flag, representing heaven, earth, water and fire.

A nod to SsangYong’s reputation for tough, rugged vehicles are the controversial bonnet-mounted ‘handles’, a decent ground clearance rating of 206mm, squared-off wheel arches, unusually-wide C-pillars and clear Jeep Grand Cherokee overtones in the tail-light and other rear-end treatments.

What should be a visual mess seems to meld together cohesively regardless of influence, making the Actyon a distinctive, handsomely-offbeat design.

The Tayron’s cabin hits most of the right notes for a three-row family SUV. Space is strongest in the front and middle rows, with generous head and legroom accommodating taller passengers without issue. That said, the narrow centre armrest means the driver and front passenger end up quietly competing for elbow room on longer drives.

The electrically-adjustable front seats are the most comfortable place to be, particularly over distance. With heating, ventilation, massage and strong lumbar and under-thigh support, they reinforce the sense that this is the flagship grade.

Storage up front is more mixed. The door bins and glove box are on the larger side, but the centre console leans more towards tray than box. While the ‘hideaway’ dual wireless charging pads are a clever idea, accessing them means clearing whatever you’ve placed on the shelf above. A small drawer to the right of the steering wheel is a useful touch, though, and works well for a garage remote or wallet.

The second row is firmer and more bench-like, with seat backs that don’t offer much support in corners. Heated outboard seats are a welcome inclusion, but, much like the Tiguan Allspace, there are noticeable gaps of around 12cm between the seats and the doors. While the Tayron offers three top-tether anchor points across this row, fitting three child seats side by side would be challenging.

That said, amenities in the second row are plentiful. The transmission tunnel is relatively low, foot space is generous, and there’s no shortage of features to keep younger passengers comfortable. Map and device pockets, dedicated climate controls, two USB-C ports, retractable cupholders and manual sunblinds all feature. The sunblinds, in particular, are a road-trip essential when travelling with kids or a sleeping baby. The only frustration is that the climate and seat heating controls can occasionally lock, requiring access via the front touchscreen.

The third row is kid-coded because of the access and available legroom. There’s no footwell as the seat base sits fairly close to the floor, so knees are up. There are also no amenities aside from a single cupholder, so any novelty will quickly wear off even for younger kids.

Much of the Tayron’s functionality runs through the large 15-inch multimedia display, including climate control. The screen offers clear graphics and is mostly responsive, though some lag can occur on start-up. Built-in navigation is standard, along with wireless Apple CarPlay and Android Auto. CarPlay maintained a consistent connection and pairing was straightforward.

Practicality is rounded out by a well-shaped boot. With all seats in use, there’s 345L of cargo space which is enough for school bags and a grocery run. Fold the third row and capacity expands to 850L, which is better than several key rivals. The squared-off load area makes it easy to stack gear, and it comfortably swallowed a nine-year-old’s BMX bike and scooter without needing to fold the second row, which benefits from a versatile 40/20/40 split.

All grades come with a space-saver spare tyre, which is far preferable to a repair kit, and the R-Line adds a hands-free powered tailgate. Deep side pockets flanking the height-adjustable boot floor and a 12-volt socket round out a cargo area that feels genuinely family-friendly.

Inside is where the Actyon really gets into its groove, as an impressive, thoughtfully engineered family-sized SUV.

Big doors open up nice and wide, revealing a welcoming interior, with a sense of space and airiness, aided by deep windows, large mirrors, a lofty driving position and – in our top-spec K60 test vehicle – the vast glassy sunroof above.

The sporty front seats look and feel fab, fit like a glove and offer plenty of adjustability for a broad range of backs and bottoms alike.

A chunky square-ish steering wheel is good to grip, and, along with the instrumentation’s distinctively angular graphics, gives off lots of BMW vibes.

In fact, it is clear that KGM has been inspired by its latest round of up-spec Kia, Hyundai and even Genesis compatriots when it comes to the Actyon’s fit, finish and presentation. There seems to be no concessions of quality or ambience in order to maintain the Actyon’s keen pricing, and that’s remarkable.

Especially as most things work so well.

Let’s take the 12.3-inch central display. No physical buttons are present, unfortunately, and that’s probably partly due to the modern, clean, horizontal look that today’s designs seem to adopt wholesale.

However, the difference here is that it does not quite suffer the same pitfalls as normal software-based, electronics-heavy set-ups.

Along the left side of the main screen border is a row of permanent fast keys for home, media and climate. Up the top of it is a tab for a temporary menu for fast access to driving modes, stop/start on/off, traction control, camera views, vehicle settings and general settings. While down the right-hand side of the screen border and close to the driver for easy access is a swipe-left tab for a detailed computerised climate-control display. This takes up one-third of screen real estate.

Sounds complicated but it is actually disarmingly intuitive. You're still prodding and swiping screens, and that’s always a potentially-dangerous distraction. But at least nothing is more than a double action away. And almost all functions are also accessible in a dedicated widget home screen. Handy.

Helpfully, KGM also provides a big, physical button on the steering wheel as a ‘favourites’ fast-key to whatever you use most. We set ours for direct drive mode access.

Meanwhile, all of the Actyon’s other main cabin functions, including the climate control, endless storage, twin USB-C ports, varying interior lighting and audio sound of adequate quality, operate without complaint.

Now, while the upper-level materials seem premium, cold and hard lower plastics beg to differ, yet they neither look nor smell cheap, so that’s a win.

But all these favourable first impressions don’t mean there isn’t any room for fixes in this South Korean family truckster.

At the very top of that list should be turfing out the very, very fiddly drive selector. Imitating Volvo’s infinitely more-effective toggle functionality, it needs two, three and even four stabs at selecting Drive or Reverse before engaging. This is a form of torture.

Running close behind is a multimedia system that needs at least 20 seconds to boot up on initial start-up. Not every time, just after a period of inactivity. Painfully slow, it’s also a hazard as the reversing camera won’t operate during this time! Fail.

Other annoyances include the lack of digital radio and wireless Apple CarPlay/Android Auto, meaning you’ll need a cord to access both via your smartphone. And finally, that C-pillar is a massive blind spot.

Meanwhile, out back, all the expected (but not always available in others) amenities are present, like air vents, twin USB-C ports, overhead grab handles, reading lights, coat hooks, a folding armrest with cupholders and an abundance of storage.

But there is also a shocking number of surprise and delight features, including electric front passenger seat adjustment – for slide and recline, adjustable backrest angles, outboard seat heaters, side window blinds, tablet holders incorporated into the back of the front headrests, shallow pockets for smartphone storage set within the larger map pockets, huge door pockets that can hold a 1.5-litre bottle and a back-row speaker-mute function for weary rear-seat travellers needing peace.

When parked, there’s enough space with the backrests dropped for a 180cm person to sleep flat on their back, highlighting the 1440 litres of cargo capacity, or an impressive 668L with all five seats up.

The only note here is that there is no luggage cover to hide valuables (or snooze underneath). Lucky the glass is all heavily tinted. Beneath the floor is a space-saver spare wheel, thankfully.

Overall, then, the Actyon’s cabin is a cavernous, classy and well-equipped affair.

If you love an underdog, you’ve come to the right place, because the Actyon – a portmanteau of action and young – is a minor player in a major league.

Medium-sized SUVs represent Australia’s largest automotive segment. So, to help get the ball rolling, even the ‘base’ K50 grade borders on bountiful.

Kicking off from $47,000, drive-away, you’ll find unexpected little luxuries like quilted leather and heated outboard seating front and back, powered and ventilated front seats, rear privacy glass, a heated steering wheel, multi-coloured ambient lighting, automatic walk-away locking, a powered tailgate (with motion sensors) and 20-inch alloys. Entry level, remember.

Plus, a space-saver spare wheel is fitted. Rural drivers thank you, KGM!

These come on top of most of the expected modern amenities, including climate control, embedded satellite navigation, a 12.3-inch touchscreen (alongside a same-sized electronic instrument display), wired Apple CarPlay/Android Auto, heated/powered folding mirrors, a reverse camera and parking sensors all around.

Thankfully, there’s also a decent wedge of advanced driver-assist safety, like autonomous emergency braking (AEB), lane-support systems and adaptive cruise control. More on those in the Safety section later on.

For an extra $3K, the K60, from $50,000, driveaway, adds a 360-degree-view camera, a panoramic sunroof with a solid shade (again, something Australians want), rear door blinds and a wireless phone charger.

But there are a few conspicuous omissions. No Actyon offers head-up instrumentation, digital radio, wireless CarPlay/Android Auto or the option of either a hybrid powertrain and/or all-wheel drive (AWD).

Still, from a value perspective, that’s a lot of kit for the cash. K60 money can’t buy you more than a basic RAV4 GX (albeit a hybrid), while you’re only at mid-grade Outlander LS, Sportage SX, Tucson Elite and X-Trail ST-L 2WD petrol.

And that’s not even taking in the Actyon’s extra length and girth that make this five-seater seem like it should offer a third row, or the very striking styling.

So far, so good.

For now, the R-Line sits at the top of the Tayron range and is the most powerful version available. It’s powered by a 2.0-litre, four-cylinder, turbo-petrol engine producing 195kW of power and 400Nm of torque, paired with a seven-speed auto transmission and all-wheel drive.

In isolation, and particularly against its key petrol-powered rivals, those figures stack up well. For everyday family duties, the combination feels suitably polished.

With a 2500kg braked trailer towing capacity, it's competitive for this segment and will be sufficient for many families towing medium-sized toys. That said, buyers coming from, or expecting, a Touareg replacement may notice the difference. The Tayron doesn’t match the larger SUV’s 3.5-tonne towing capability. And the larger capacity will be missed.

A familiar unit if you’re an existing Korando or Torres driver, the Actyon uses a 1.5-litre, four-cylinder, direct-injection, turbo-petrol engine.

Delivering 120kW of power at 5400rpm and 280Nm of torque between 1500-4000rpm, it drives the front wheels only at this stage via a six-speed torque-converter auto supplied by Toyota-owned Aisin.

With a power-to-weight ratio of nearly 73kW per tonne, it falls behind the larger-capacity 2.5-litre non-turbo alternatives as found in the Mazda CX-5, but matches rival 2.0-litre non-turbo units as used in the Sportage and Tucson.

A trio of driving modes are offered – 'Normal', 'Sport' and 'Winter' (to control traction in slippery conditions) – while a handy pair of paddle shifters allow for some manual-ratio manipulation, though it will still change up automatically rather than bounce on the rev-limiter.

The KGM also follows class convention in its double wishbone front and multi-link independent rear-suspension set-up, though it boasts higher-than-usual ground clearances for a front-drive medium-SUV that’s resolutely not an off-roader.

Towing capacity is rated at 1500kg with a braked trailer and 750kg unbraked.

Some of the Tayron’s key rivals lean on mild-hybrid assistance to improve fuel efficiency, and on paper they offer an advantage in this area. By comparison, the Tayron 195TSI R-Line sticks with a conventional petrol powertrain, so its efficiency figures are largely in line with what you’d expect given its size, weight and performance.

Volkswagen claims a combined (urban/extra-urban) fuel cycle figure of 8.6L/100km for this grade. With a 58-litre fuel tank, that translates to a theoretical driving range of up to 698km. In real-world use, after a mix of longer highway driving and some urban running, I recorded an average of 9.3L/100km, which feels reasonable rather than surprising.

Efficiency is an important consideration for families, particularly in this segment and it will be interesting to see how the upcoming hybrid powertrain performs once it arrives. For now, the R-Line’s fuel consumption feels broadly consistent with its output, even if it doesn’t lead the class.

Without even mild-hybrid-style electrification to help improve efficiency, how does the Actyon perform when it comes to fuel economy?

The official combined cycle (urban/extra-urban) average consumption figure is 7.6L/100km with a CO2 emissions rating of 174g/km.

Which might not seem too bad, but remember this one likes to sip from the 95 RON premium petrol bowser. Filling the 50-litre tank should result in about 655km of range, on average.

So much for the theory. During our time with the Actyon, we recorded a disappointing 10.3L/100km – though it’s worth keeping in mind this included performance testing which tends to drain the tank a bit harder.

The R-Line’s engine is the standout in the Tayron range. It delivers solid, usable power with enough in reserve to make overtaking straightforward, particularly at highway speeds. While it doesn’t have the same effortless surge as the larger Touareg, it performs where it matters for everyday driving.

There is an occasional shudder through the front suspension and steering when entering a roundabout or turning off on a hill. It’s brief when it occurs, but noticeable and not something you expect to feel regularly in this class.

Suspension tuning is on the firmer side, though overall ride comfort remains acceptable. The Tayron provides decent road feedback without feeling unsettled or harsh. At higher speeds the cabin can sound slightly tinny, but around town it remains quiet and composed.

Steering response is direct without being heavy. The Tayron corners confidently for a vehicle of this size, but there is some body roll, which is most apparent for passengers in the back rows.

Forward and side visibility are strong, helped by a high seating position and unobtrusive pillars. Rearward visibility becomes more limited when the third row is in use, and a digital rear-view mirror would be a worthwhile addition.

With a 12.1m turning circle, the Tayron can feel large in tighter car parks, though it’s otherwise easy enough to park. The 'Park Assist' function and 360-degree camera system helps, even if image clarity falls short of what you’d expect from a flagship grade.

Okay, this the best-driving KGM ever. No shocks there, as this is the first model under the company’s new stewardship.

But it’s also the best SsangYong ever. Faint praise maybe, considering how off-road-biased and workhorse-like so many models were/still are, yet the Actyon can hold its head up high in more-sophisticated circles.

Not that pressing the starter button reveals that straight away.

With a dinky capacity and hefty, circa-1650kg mass to overcome, the 120kW/280Nm 1.5-litre turbo four needs plenty of revs to get going, meaning there’s a moment of initial lag before the speed starts piling on. Not great if you’re in a hurry. And it's pretty vocal to boot.

Essentially, the Actyon regularly has to work harder than larger-engined alternatives to achieve the same result. A quick power-to-weight calculation tells the story: 72.8kW/tonne versus 85.6kW/tonne for the 1578kg, 135kW/245Nm 2.5-litre Nissan X-Trail.

But, once on the move, there is a decent wad of torque for spirited acceleration as well as smooth throttle responses, and enough in reserve for sufficiently quick highway overtaking. We clocked 9.7 seconds for the 0-100km/h sprint.

Three driving modes are offered – Normal, Sport and Winter. Sport holds on to the ratios for a big longer, and is best suited for open-road driving.

More torque wouldn’t go astray, though, especially when the car is fully laden.

And the six-speed auto transmission, whilst smooth, can also be slow to react to downshift requests. The abrupt and clumsy stop/start system doesn’t help when moving off the line again, either.

Things improve when on the move, aided by a handy set of paddle-shifters when you’re in the mood for some manual-mode ratio manipulation, though the software does upshift if you forget.

In the wet the KGM also feels planted. And though it does not take a lot to spin the sticky Michelin-shod front wheels, it remains composed. An AWD option would probably be a welcome addition to the range. 

You’d never call the Actyon a sports SUV, but there is a keenness to the chassis tune, reflected in the strong braking and positive steering – the latter being an absolute first for a SsangYong product.

Light enough around town to be easily manoeuvrable (with help from deep windows and surround-view cameras), it weights up nicely and consistently at speed without ever feeling too heavy, and provides just enough road grip and feedback so you can confidently push on knowing what the front wheels are doing. That’s all you can ask for in a family SUV.

Plus, the advanced driver-assist safety (ADAS) tech is pretty reigned in most times, only making itself unwelcome with occasional lane-keep assist wheel-tugging and drowsy-driver alert paranoia.

Thankfully, a quick swipe up on the multimedia screen will extinguish these and others quickly. 

Now, there’s a bit of body lean if you want to make your occupants car sick through tight corners, but a bigger problem is the Actyon’s busy/bouncy ride on anything other than smooth roads.

Blame the lack of suspension travel and standard 20-inch wheels, because they do not absorb enough of the bad stuff. 

It’s worse with one person, and the ride improves with more bodies on board, but a recalibration and perhaps smaller alloys or adaptive dampers need to be on KGM’s to-do list. It’s the only dynamic blot. Our advice is to try this on your regular commute route before you buy.

Speaking of blotting things out, the Michelin tyres’ noise-reduction abilities seem to work, and impressively at times, though adding the missing rear luggage cover might be a more-effective sound barrier over Australian coarse bitumen highways.

Still, the Actyon is neither dull nor tiring to drive. And for a new brand offering a value SUV challenger proposition, that’s better than most nowadays. 

And speaking of challenging, how does the KGM newcomer behave in independent crash testing?  

We can’t tell you, because at the time of recording, no results had been released. So, there is no ANCAP rating.

But the KGM looks like it can deliver the goods, offering a host of advanced driver-assist safety systems, including AEB, blind-spot warning, lane-keep assist and rear cross-traffic alert. And it's worth noting this tech is mercifully unintrusive (see the Driving section).

Eight airbags are also fitted (including a front-centre and full head/curtain coverage), along with adaptive cruise control, high-beam assist, front and rear parking sensors, tyre pressure monitors and LED daytime running lights.

Last, but not least, a pair of ISOFIX child-seat latch points and a trio of hooks for tether straps are fitted across the rear seat.

The Tayron is covered by Volkswagen's five-year/unlimited km warranty which is a shorter term than a lot of its rivals.

You can pre-purchase a three- or five-year servicing plan at $2207 or $4098, respectively, which isn’t as affordable as some rivals but does include roadside assistance. However, at the time of writing, the five-year price was set at $3550.

Servicing intervals are well spaced at every 12 months or 15,000km, whichever occurs first, with servicing available at any of VW's 118 official service centres nationwide.

The Tayron only accepts a minimum 95 RON unleaded petrol, which might sting a little with regular fill-ups.

Owners also experience the peace of mind of a seven-year/unlimited kilometre warranty, as well five years of roadside assistance, which is better than most rivals in 2025.

Service intervals are at every 12 months or 15,000km, with alternating capped pricing of $338 or $442 per annum for the duration of those seven years.

Clearly, with such a competitive aftersales program, KGM is gunning for a firmer foothold in the most fiercely fought family SUV segment in Australia.